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University  of  California  •  Berkeley 

In  Honor  of 

JAMES  C.  GREENE 
upon  his  retirement  from 
the  Council  of  the  Friends 
of  The  Bancroft  Library 
1993 


p*&  ^ 


w  \ 


PACIFIC  RAILROAD  COMMENCED, 


ADDRESS 

v 


OF 


THOMAS  ALLEN,  Esq.,  of  St.  Louis, 

TO  THE  BOARD  OF  DIRECTORS 

OF    THE 

PACIFIC  RAILROAD  COMPANY, 

AT  THEIR  FIRST  MEETING,  JANUARY  31,  1850. 

AND    ALSO 

A   MEMORIAL   TO    CONGRESS, 

AND   THE 

ACT  OF  INCORPORATION. 


"  Every  judicious  improvement  in  the  establishment  of  roads  and  bridges,  increases  the  value  of 
lands,  enhances  the  price  of  commodities,  and  augments  the  public  wealth."— Dewitt  Cuitioit. 


ST.    LOUIS: 

PRINTED   AT   THE   REPUBLICAN    OFFICE. 

1850. 


PRELIMINARY  ORGANIZATION 


PACIFIC  BAILROAD  COMPANY. 


At  a  meeting  of  the  gentlemen  named  as  Directors  in  "an  act  to  incor- 
porate the  Pacific  Railroad,"  held  in  the  office  of  the  St.  Louis  Insurance 
Company,  in  the  city  of  St.  Louis,  on  Thursday  evening,  the  31st  of  Jan- 
uary, 1850,  were  present,  John  0' Fallon,  James  H.  Lucas,  Edward  Walsh, 
George  Collier,  Daniel  D.  Page,  James  E.  Yeatman,  Joshua  B.  Brant,  Thom- 
as Allen,  Adolphus  Meier,  Adam  L.  Mills,  and  Wayman  Crow. 

On  motion  of  Thomas  Allen,  the  meeting  was  organized  by  calling  Col. 
John  O'Fallon  to  the  Chair,  and  appointing  Wayman  Crow  Secretary. 

Mr.  Allen  then  addressed  the  meeting,  and  the  substance  of  his  remarks 
will  be  found  in  the  following  pages,  together  with  much  new  matter,  which 
he  has  since  added.     After  this  address,  on  motion  of  Mr.  Lucas,  it  was 

Resolved,  That  the  corporators  do  now  proceed  to  organize,  by  the  election 
of  a  President,  Secretary  and  Treasurer. 

The  vote  having  been  taken,  resulted  in  the  election  of  Col.  John  O'Fal- 
lon, President  ;  Thomas  Allen,  Secretary  ;  and  Daniel  D.  Page,  Treasurer. 

On  motion  of  Mr.  Allen,  it  was 

Resolved,  That  a  committee  of  three  corporators  be  appointed  to  open 
books  for  subscription  to  the  capital  stock  of  the  company;  that  said  books 
be  opened  on  Monday,  the  4th  of  February,  at  10  o'clock,  and  close  at  3 
o'clock,  p.m.,  and  kept  open  for  six  days,  in  the  rooms  of  the  Merchants' 
Exchange. 

The  chairman  appointed  the  following  gentlemen  that  committee,  viz: — 
James  H.  Lucas,  James  E.  Yeatman,  and  J.  B.  Brant. 

On  motion  of  Mr.  Lucas,  it  was 

Resolved,  That  the  several  papers  in  the  city  be  requested  to  publish  the 
proceedings  of  this  meeting,  and  the  address  of  Mr.  Allen  on  this  subject. 

On  motion  of  Mr.  Allen,  it  was 

Resolved,  That  a  committee  of  three  be  appointed  to  prepare  a  memorial 
to  Congress,  praying  a  donation  of  alternate  sections  of  land  along  the  route, 
for  the  construction  of  the  proposed  road. 

The  Chairman  appointed  the  following  gentlemen  that  committee:  Thos. 
Allen,  James  H.  Lucas,  Wayman  Crow. 

The  memorial  is  hereto  appended,  together  with  a  copy,  of  the  charter. 

Before  the  adjournment  of  this  meeting,  the  eleven  gentlemen  present 
pledged  themselves  to  subscribe  $154,000  in  the  aggregate,  to  the  stock,  upon 
the  opening  of  the  books,  which  pledge  they  have  faithfully  redeemed. 

At  a  subsequent  meeting,  a  boot  was  ordered  to  be  opened  in  each  ward 
of  the  city,  and  the  book  at  the  Merchants'  Exchange  was  ordered  to  be  kept 
open  until  the  Saturday  preceding  the  last  Monday  in  March. 

A  committee,  consisting  of  Thomas  Allen,  Edward  Walsh,  and  Adolphus 
Meier,  was  appointed  to  make  preliminary  arrangements  for  a  general  topo- 
graphical and  geological  survey  of  the  country  upon  the  proposed  route  of 
the  road. 

An  election  of  nine  Directors,  as  provided  by  the  charter,  was  ordered  to 
be  held  on  the  last  Monday  in  March. 

It  was  well  understood,  by  the  1st  of  March,  that  the  p-ople  and  city  of  St. 
Louis  would  subscribe  $1,000,000  to  the  road,  and  more,  if  necessary. 


ADDEESS 


Mr.  THOMAS  ALLEN,  of  St.  Louis, 

TO  THE  BOARD  OF  DIRECTORS  OF  THE  PACIFIC  RAILROAD  COMPANY,  AT  THEIR 
FIRST  MEETING,  JANUARY  31,  1850. 


[The  following  pages  contain  the  substance  of  the  Address,  but  parts  of  it  have  been  omitted,  and  others 
modified,  and  much  new  matter  introduced,  with  the  purpose  of  affording  the  friends  of  the  measure  ma- 
terials for  its  support,  and  with  the  hope  of  imparting  general  information  upon  a  subject  with  which  the 
people  of  Missouri  are  not  practically  familiar.] 

Gentlemen  :  We  have  come  together  to  consider  whether  it 
be  our  duty  to  organize  as  a  Board  of  Directors  under  the  au- 
thority of  an  act  of  the  last  General  Assembly  of  Missouri, 
entitled,  "An  Act  to  incorporate  the  Pacific  Railroad." 

The  question  arising  is,  whether,  under  State  authority  and 
by  our  own  means,  it  be  expedient  to  commence  the  construc- 
tion of  a  railroad  from  this  city  westwardly,  with  a  view  to 
the  extension  of  such  road  ultimately  to  the  western  line  of 
the  State. 

In  considering  this  question,  it  is  necessary  to  take  into  view 
our  present  situation,  and  our  relations  to  the  various  railroad 
schemes  projected  in  different  parts  of  the  country. 

Geographically,  we  occupy  a  central  position,  and  possess 
the  great  advantage  of  being  at  the  convergence  of  several 
navigable  water  courses  of  magnificent  extent,  and  of  incalcula- 
ble value  and  importance.  Nature  has  done  much  for  us  ;  and 
it  is  precisely  because  she  has  done  so  much,  that  we  have  not 
felt  the  necessity  of  doing  anything  for  ourselves,  while  neigh- 
bors, at  the  north  and  at  the  south  of  us,  are  making  the  great- 
est exertions  to  triumph  over  nature,  and  to  obtain  by  art  those 
advantages  with  which  nature  left  them  unprovided.     At  the 


same  time,  it  is  not  to  be  denied  that  our  relations  to  the  navi- 
gable rivers  constitute  our  chief  natural  advantages.  The 
great  majority  of  emigrant  farmers  of  small  means  from  the 
Eastern  States,  wishing  to  settle  in  the  West,  but  averse  to 
competition  with  slave  labor,  direct  their  steps  to  the  north  of 
us,  while  the  emigrating  planter,  with  his  negroes,  seeking  a 
western  home,  turns  his  course,  for  the  greater  security  of  his 
slave  property,  to  the  south  of  us.  Of  the  foreign  emigration, 
our  city  has,  it  is  true,  received  a  very  large  share,  and  she 
has,  from  that  and  other  causes,  chiefly  commercial,  prospered 
in  an  unexampled  degree,  while  the  interior  of  the  State  has 
also  increased  in  population,  but  not  with  the  same  rapidity. 
For  example,  while  St.  Louis  nearly  doubled  her  population  in 
four  years,  the  counties  bordering  upon  the  Missouri  river  in- 
creased but  about  a  third  in  the  same  time.  But  it  is  to  be  re- 
membered that  it  is  not  alone  with  the  interior  of  Missouri  that 
St.  Louis  finds  a  profitable  traffic.  Divert  the  trade  of  the  Up- 
per Mississippi,  and  of  the  Illinois  from  her,  and  the  consequen- 
ces would  be  felt  to  be  of  serious  weight.  Her  commercial 
prosperity  is  founded  very  largely,  if  not  chiefly,  upon  what  is 
called  the  "produce  trade."  In  this  trade,  the  productions  of 
Illinois  and  Iowa,  and  even  of  Wisconsin,  are  extensively 
mingled  with  those  of  Missouri.  In  the  past  year,  1849,  the 
number  of  steamboat  arrivals  from  the  Upper  Mississippi  were 
806 — from  the  Illinois  river  they  were  686,  while  from  the 
Missouri  river  they  were  but  355.  The  numerous  barges,  keels, 
flat  boats  and  canal  boats  which  arrive  here,  come  chiefly  from 
the  Upper  Mississippi  and  the  Illinois.  It  is  evident,  therefore, 
that  St.  Louis  traffic  is  more  with  other  States  than  with  our 
own.  To  the  great  productive  capabilities  of  the  agricultural 
regions  north  of  us,  the  inhabitants  apply  superior  industry 
and  energy.  Time,  in  developing  their  resources  and  increas- 
ing their  wealth  and  population,  has  also  brought  to  them  the 
disposition  and  perhaps  the  means  to  increase  their  facilities  of 
intercourse,  and  to  extend  the  range  of  their  market.  Hence 
we  see  them  devising  schemes  of  railroads  to  connect  them 
with  the  lakes,  and  with  the  great  chain  of  railroads  which  are 


penetrating  the  West  from  the  Atlantic   cities.     We  see  rail- 
roads projected   from  Chicago  to   Cairo,   from  Springfield  to 
Quincy,  from  Springfield  to  Terre  Haute,  from  Peoria  to  Oquaw- 
ka,  from  Galena  to  Chicago,  from  Alton  to  Springfield,  in  Illinois; 
from  the  Mississippi  to  the  Missouri,  in  Iowa,  and  from  Mil- 
waukie  to  the  Mississippi,  in  Wisconsin,  and  from  St.  Joseph 
to  Hannibal,  in  our  own  State,  the  cost  of  survey  in  the  latter 
case  paid  for  by  the  State — all  of  them  commended  to  the  pub- 
lic as  probable  links  in  the  great  chain  which  is  to  connect  the 
Atlantic  and  Pacific.     On  the  south  of  us  we  see  projected  and 
chartered  the  Missouri  and  White  River  Railroad  and  the  Mis- 
souri and  Mississippi  River  Railroad;  railroads  in  Kentucky 
and  Tennessee,  reaching  to  the  Mississippi,  and  seeking  con- 
nections with  lines  through  Virginia  and  South  Carolina  with 
the  Atlantic  sea  board,  and  through  Alabama,  with  the  Gulf 
coast ;  while  our  countrymen  of  the  extreme  south,  aided  and 
backed  by  the  Topographical  Corps  of  the  U.  States,  are  urging 
forward  a   railroad,  by  the   Gila  route,  to    the  Pacific  at  San 
Diego,  which  should  have  a  terminus  upon  the  Mississippi,  be- 
low the  mouth  of  the  Ohio. 

While  these  movements  are  going  on  around  us,  St.  Louis 
is  doing  nothing  and  proposing  to  do  nothing,  but  reposes  con- 
fidently upon  the  centrality  of  her  position,  her  large  capital 
and  advanced  growth,  and  her  great  "  produce  trade."  Those 
who  sought  a  friendly  alliance  with  her  in  the  east,  and  pro- 
posed to  increase  the  facilities  of  intercourse  by  a  railroad 
pointing  directly  to  her,  have  been  denied  the  right  of  way, 
and  a  systematic  course  of  policy  is  sought  to  be  established 
by  the  State  of  Illinois,  which  interdicts  the  use  of  her  soil,  and 
her  political  authority  for  the  construction  of  any  railroad 
which  should  give  to  the  weaker  portion  of  her  own  people 
increased  facilities  for  getting  to  market,  and  which  should,  at 
the  same  time,  admit  of  the  passage  of  her  fellow  countrymen 
of  other  States  to  and  fro  across  that  portion  of  her  territory 
lying  immediately  eastward  of  and  contiguous  to  St.  Louis  ! — 
However  erroneous,  unwise,  unusual  and  apparently  unconsti- 
tutional, as  denying  to  one  portion   of  her  people  privileges 


which  she  grants  to  other  portions,  this  policy  may  be,  and 
though  it  will  ultimately  be  abandoned  upon  a  clearer  view  of 
her  own  duty  and  interests,  by  the  force  of  public  opinion  and 
of  the  comity  due  to  the  nation,  yet  in  view  of  it,  it  is  neces- 
sary for  us  to  act  as  with  reference  to  an  existing  fact.  What, 
then,  with  these  schemes  around  us,  against  us,  and  avoiding 
us,  is  it,  if  any  thing,  expedient  for  us  to  do  ?  Can  we  do 
any  thing?  Is  it  possible  for  us  to  devise  a  scheme  which  shall, 
by  its  tendency  to  increase  the  settlement  of  the  interior  of  our 
State,  to  increase  our  own  traffic,  to  introduce  new  and  differ- 
ent sources  of  wealth,  place  our  prosperity  upon  a  broader  and 
surer  basis?  Can  we,  by  any  process,  put  ourselves  into  a  po- 
sition which  shall  compel  our  enemies  to  enquire,  not  how 
they  shall  best  avoid  us,  but  how  can  they  best  get  to  us; 
which  shall  increase  our  own  production,  our  own  consump- 
tion, and  invite  new  and  lasting  ties  of  commercial  and  social 
intercourse? 

If,  with  the  increase  of  trade  and  traders,  the  industrial  arts 
and  artizans  be  also  multiplied,  would  not  the  mutual  depen- 
dence of  the  two  classes  go  far  towards  placing  business  upon 
a  stable  foundation  ?  Suppose  we  were  to  cheapen  and  facili- 
tate transportation,  bring  the  raw  materials,  cheaply  and  con- 
veniently, to  the  hands  of  art,  to  be  worked  into  infinite  forms 
in  our  midst,  give  animation  to  business  during  the  whole  sea- 
son, uninterrupted  by  winter,  would  not  our  market  become 
more  brisk  and  extensive,  our  means  of  supply  increase,  supe- 
rior men  be  attracted  and  engaged  in  every  department,  and 
should  we  not  be  doing  much  to  make  St.  Louis  the  manufac- 
tory and  machine  shop,  as  well  as  the  emporium  and  metropo- 
lis of  the  Mississippi  Valley  ? 

Nature  has  endowed  States  as  well  as  individuals,  with  vari- 
ous gifts.  Else  commerce  would  not  have  existed.  If  another 
State  excels  us  in  agricultural  resources,  we,  perhaps*  excel  her 
in  our  mineral  resources.  One  State  may  produce  cotton  and 
sugar — we  produce  hemp  and  tobacco.  Wheat  may  be  the 
staple  of  one — corn  and  pork  may  be  the  staples  of  another. — 
One  people  may  excel  another  in  a  particular  handicraft.    Bui 


no  one  State  can  either  produce  every  thing  or  manufacture 
every  thing.  Inasmuch  as  great  diversity  enters  into  the  con- 
sumption of  every  people,  commerce,  by  which  they  exchange 
the  surplus  of  one  kind  of  their  productions,  for  another  kind 
which  they  need,  which  forms  part  of  the  surplus  products  of 
another  people,  becomes  absolutely  necessary.  And  just  in 
proportion  as  we  increase  the  diversity,  the  quality,  the  quan- 
tity, and  the  cheapness  of  our  surplus  productions,  whether  of 
the  soil  or  of  the  factory,  shall  we  invite,  secure  and  extend 
our  intercourse  with  other  States  and  people. 

What  of  these  results,  if  any,  should  we  obtain  by  a  rail- 
road to  the  West? 

What  lies  to  the  west  of  us,  within  the  reach  of  any  rail- 
road we  might  be  able  to  construct?  There  are  extensive 
beds  of  iron  ore,  of  copper,  of  lead,  and  of  bituminous  and 
cannel  coal,  and  doubtless  undiscovered  minerals  of  other  kiuds. 
There  are  fine  forests  of  timber;  there  are  fertile  lands  for  til- 
lage, and  for  grazing.  There  lies  the  route  of  the  immense 
emigration  to  the  great  Plains,  to  the  land  of  Deseret,  and  to 
California.  There  goes  the  trail  of  the  Santa  Fe  trader,  and 
of  the  Fur  and  Indian  trader.  There  go  the  Indian  agen- 
cies and  annuities,  and  government  stores,  munitions  and 
troops.  There,  upon  the  borders  of  the  Missouri  river,  lie  the 
most  populous  counties  of  the  State,  embracing  more  than  two- 
fifths  of  the  whole  people  of  the  State.  And  if  we  add  the 
number  inhabiting  the  next  tier  of  counties  adjoining  those 
upon  the  south  bank  of  the  Missouri,  we  shall  find,  in  the  ag- 
gregate, more  than  half  the  population  of  the  State.  We  also 
find  there  upon  the  south  bank  of  the  Missouri,  including  St* 
Louis  county,  a  larger  population  than  upon  the  north  bank  of 
that  stream.  Exclusive  of  St.  Louis,  we  find  in  the  two  tiers 
of  eounties  next  the  Missouri  river  on  the  south,  about  the 
same  number  of  people  that  we  find  within  the  first  tier  of 
counties  upon  the  north,  including  Platte  and  Buchanan,  which 
lie  west  of  the  old  State  line.  Of  the  588,971  inhabitants  of 
the  State,  according  to  the  State  census  of  1848,  there,  upon 


8 

both  banks  of  the  Missouri,  exclusive  of  St.  Louis,  dwell  about 
200,000.* 

And  these  people  are  engaged  in  mining  and  smelting,  in 
sawing  lumber  and  rafting  it  to  market,  in  cultivating  corn  and 
wheat,  hemp  and  tobacco,  in  raising  live  stock,  in  making  flour, 
and  in  transporting  and  exchanging  the  various  products  of 
their  industry  for  those  articles  necessary  to  their  comfort 
which  they  do  not  produce.  The  cost  of  this  transportation 
causes  a  serious  deduction  from  their  profits,  their  energies  are 
necessarily  depressed,  and  the  resources  of  the  country  are 
very  imperfectly  developed.  Those  resources,  nevertheless, 
are  various  and  of  great  extent  and  value.  Probably  in  the 
United  States,  a  region  of  the  same  extent  cannot  be  found 
which  combines  resources  so  diversified.  Maine  has  her  lum- 
ber, New  Hampshire  her  granite,  Pennsylvania  her  iron  and 
coal,  Northern  Michigan  her  copper,  Galena  her  lead,  Ohio 
her  wheat  lands,  Kentucky  her  pasturage  and  hemp  and  tobac- 

*  In  proof  of  this  statement,  the  following  tahle  has  been  compiled  from  the  census  of  1848,  which  will  ho 
useful  for  reference : 

Counties  «n  the  South  bank  of  the  Missouri. 

St.  Louis, „ 73,364 

Franklin, 11,231 

Gasconade, 4,155 

Osage, 6,373 

Cole, - 6.009 

Moniteau, 5,519 

Cooper 12,467 

Saline, 6,953 

Lafayette, 10,970 

Jackson, 12,618—149,659 

Counties  adjoining  thote  on  the  South  bank. 

"Washington, 8,539 

Crawford, ,., - 4,667 

Pulaski 3,899 

Miller 3,026 

Morgan, 4  345 

Pettis, 4,5>5 

Johnson, 6,435 

Cass, 6,000-41,436 

191,095 
Counties  on  the  Forth  bank  of  the  Missouri, 

St.  Charles, 11,032 

Warren 4,800 

Montgomery, 5,075 

Callaway, 14,909 

Boone, 14,872 

Howard - 13,125 

Chariton, , 7.071 

Carroll, 4,252 

Kay ; 9,886 

Clay, 9,426 

Platte, 15,018 

Buchanan, 11,500—120,066 

311.161 
The  whole  number  of  counties  in  the  State  is  100.    Total  whole  population, ..588,971 


9 

co  fields.  But  here,  upon  the  route  of  a  single  railroad  within 
the  limits  of  Missouri,  do  we  find  lumber,  and  granite,  iron 
and  coal,  copper  and  lead,  saltpetre  and  gypsum,  salt  and  sul- 
phur, wheat  lands  and  pasturage,  and  soil  productive  of  hemp 
and  tobacco,  corn  and  oats,  and  all  the  grains  and  vegetables 
but  those  which  are  peculiar  to  other  zones.  Massachusetts 
will  bring  her  iron  from  Sweden,  her  coal  from  Liverpool,  her 
lumber  from  Maine,  and  the  results  of  her  manipulations  we 
buy  in  Missouri,  with  the  raw  materials  lying  under  our  feet. 
So  the  product  of  our  Iron  Mountain  goes  to  the  Pittsburg 
coal  and  the  Pittsburg  factories,  and  comes  back  to  St.  Louis 
for  a  market.  Here,  in  these  counties  at  the  west  of  us,  the 
iron  and  the  coal  lie  almost  in  the  same  bed,  and  trees  fit  for 
building  timber  are  growing  above  them.  In  truth,  within 
these  counties  which  lie  westward  of  us  and  within  the  influ- 
ence of  the  projected  railroad,  are  resources  unprecedented, 
inviting  the  hand  of  man  to  their  development,  and  giving 
assurance  of  great  wealth  and  power  to  any  people  who  shall 
avail  themselves  of  them.  How  perfectly  does  it  seem  within 
the  power  of  St.  Louis  to  avail  herself  of  these  resources,  and 
advance  herself  to  a  position  that  will  enable  her  to  be  a  seller, 
instead  of  a  buyer  of  many  of  the  manufactured  goods  which 
now  drain  her  annually  of  hundreds  of  thousands  of  dollars. 

And,  moreover,  there  lay  at  the  west  of  us,  on  our  right, 
the  valley  of  the  Missouri,  on  our  left,  the  valley  of  the  Merri- 
mac,  and  further  on,  the  valleys  of  the  Gasconade  and  of  the 
Osage,  the  former  (the  Gasconade)  draining  Wright,  Texas, 
Ashley,  Laclede,  Pulaski  and  Gasconade  counties,  and  the  lat- 
ter, the  counties  of  Cass,  Bates,  St.  Clair,  Henry,  Dade,  Polk, 
Dallas,  Benton,  Camden,  Miller  and  Osage,  and  both  entering 
the  Missouri  river  within  one  hundred  miles  of  St.  Louis. — 
Upon  the  Merrimac  and  Gasconade  are  magnificent  forests  of 
the  yellow  pine  and  numerous  saw  mills.  The  valley  of  the 
Osage,  which  is  estimated  to  embrace  18,000  square  miles,  is 
endowed  with  important  agricultural  and  mineral  resources. — 
That  fine  river  has  been  navigated  two  hundred  and  thirty  miles 
by  small  steamboats,  and  possesses  the  remarkable  characteristic 


10 

of  remaining  open  after  the  Missouri  is  frozen  up,  and  is  indeed 
rarely  closed  by  ice  more  than  six  weeks  in  the  year.  Two  hun- 
dred and  thirty  miles  from  its  mouth  is  the  town  of  Osceola,  the 
county  seat  of  St.  Clair.  It  is  said  to  be  the  centre  of  a  re- 
gion of  country  which  embraces  "  elements  sufficient  for  an  in- 
dependent nation;  land  to  support  the  inhabitants  of  Great 
Britain  ;  minerals  to  keep  her  surplus  population  employed,  and 
water  power  sufficient  to  drive  one-half  of  her  machinery." 

There,  too,  lies  the  Missouri  river,  turbid,  dangerous,  uncer- 
tain, full  of  snags  and  sandbars,  and  ever  changing  channels, 
causing  high  insurance,  costly  transportation,  and  subjecting 
the  merchant  and  the  traveller  to  many  drawbacks  and  disap- 
pointments. Yet  there  the  river  runs,  affording  steamboat 
navigation  for  2,000  miles  to  the  west  of  us,  and  bearing  a 
commerce  which  has  trebled  in  three  years,  and  now  requiring 
an  average  of  one  steamer  per  day  for  every  day  in  the  year. 
Doubtless,  during  the  past  extraordinary  year  not  less  than 
40,000  persons  have  been  passengers  upon  that  river.  But 
what  may  be  regarded  as  the  regular  number  of  travellers,  I 
have  no  means  of  ascertaining.  It  may  not,  possibly,  exceed 
15,000.  The  number  of  tons  brought  out  by  the  steamboats, 
omitting  flats,  rafts  and  keels,  estimating  the  355  arrivals  here 
at  an  average  of  200  tons  the  boat,  would  be  71,000  tons. — 
Supposing  them  to  carry  the  same  up  the  river,  and  the  total 
number  of  tons  is  142,000.*  And  we  may  add  to  the  catalogue 
as  lying  yet  to  the  west,  the  fertile  territories  of  the  Indians,  a 
portion  of  which,  stretching  275  miles  west  of  the  Kansas,  is 
described  as  " the  future  Eden  of  America"  and  then  also 
the  great  plains  and  their  countless  herds,  the  new  State  of 
New  Mexico,  the  mountains,  the  new  States  of  Deseret  and 
of  California,  and  the  Territory  of  Oregon. 

Now  then,  in  view  of  these  people,  and  objects,  and  territo- 
ries, and  things  unnumbered,  and  perhaps  undiscovered,  at  the 
west,  of  what  advantage  would  be  a  railroad  in  respect  to 
them,  and  in  respect  to  St.  Louis? 

*  I  am  informed  by  a  steamboat  captain,  engaged  in  the  Missouri  river 
trade,  that  the  boatg  generally  take  up  about  one  hundred  and  fifty  tons 
and  bring  out  over  three  hundred  tons. 


11 

The  great  modern  historian  of  England  has  well  said,  that 
next  to  the  alphabet  and  the  printing  press,  those  inventions 
which  abridge  distance  have  done  most  for  the  civilization  of 
mankind.  We  may  add,  truly,  that  the  railroad  is  the  great  apos- 
tle and  the  measure  of  progress.  Though  it  has  come  into  exis- 
tence within  the  memory  of  most  of  us,  and  there  be  those  among 
us  who  have  never  seen  one,  yet  experience  has  demonstrated 
that  it  possesses  magical  powers  to  revolutionize  commerce,  to 
increase  wealth  and  intercourse,  to  stimulate  industry,  and  to 
develop  and  make  available  the  resources  of  a  country  to  the 
fullest  extent.  It  has  been  proven  to  possess  unequalled  advan- 
tages for  locomotion,  and  advantages  which  remunerate  the 
cost.  It  has  superceded  the  canal,  and  it  is  constructed  with- 
out fear  and  without  loss,  upon  the  banks  of  the  most  splendid 
water  courses,  in  competition  with  the  perfection  of  steam- 
boat navigation.  It  carries  out  the  city  into  the  country ;  it  brings 
the  country  and  its  abundance  into  the  city.  It  equalizes  the  val- 
ue of  the  products  of  labor,  it  gives  new  life  to  business,  cheapens 
and  expedites  transportation,  gives  it  certainty  and  punctual- 
ity,* distributes  the  comforts  of  civilization,  and  makes  travel 
a  delight.  What,  then,  would  it  do  for  us  ?  Stimulating  every 
species  of  industry  in  the  vicinity  of  its  route,  it  would,  in  the 
immense  increase  of  production  and  travel,  quadruple  business. 
St.  Louis,  instead  of  being  dull  in  the  winter,  in  consequence 
of  closed  navigation,  would  be  lively  through  all  the  season. — 
The  merchants  would  no  longer  be  subject  to  disappointment 
in  sending  forward  their  goods;  the  farmers,  miners,  and  pro- 
duce dealers  in  the  interior,  would  no  longer  be  compelled  to 
lose  a  season  before  realizing  the  value  of  their  products.  The 
grazier  would  no  longer  be  subject  to  loss  in  driving  his  stock 
to  market,  and  the  consumers  and  the  packers,  would  get  better 
meat.  Real  estate  in  St.  Louis,  generally,  would  be  greatly  en- 
hanced in  value,  as  it  would,  likewise,  along  the  entire  route, 
and  within  a  day's  journey  of  it,  and  in  some  places  its  value 

*  The  arrival  and  departure  of  the  cars  are  so  perfectly  regular  as  to  give 
note  of  time,  and  they  are  the  chronometers  of  many  of  the  country  people 
of  New  England. 


12 

would  be  increased  a  thousand  fold.  New  towns  would  spring 
up  in  the  interior,  and  all  the  tilable  lands  along  the  route 
would  be  brought  into  cultivation.  There  would  not  be  a  far- 
mer, a  miner,  or  a  manufacturer,  in  any  of  the  counties  through 
which  the  road  should  be  located,  but  would  feel  its  benefits  in 
the  enhanced  value  of  his  property  and  productive  industry  of 
every  kind.*  Transportation  would  be  reduced  to  certainty  and 
punctuality,  the  cost  of  insurance  would  be  lessened,  and  the 
celerity  of  transit  would  be  greatly  increased.  The  aggregate 
wealth  of  the  State  would  be  much  augmented,  and  its  reve- 
nues and  those  of  the  counties  upon  the  line  of  the  road  would, 
from  larger  assessed  values,  experience  proportionate  improve- 
ment. 

It  was  a  maxim  of  the  late  Mr.  Gallatin,  that  "whenever 
the  annual  expense  of  transportation  on  a  certain  route,  in  its 

*The  examination  of  a  hundred  witnesses  by  a  Commitiee  of  the  British 
Parliament,  precedent  to  granting  the  act  for  the  great  London  and  Birming- 
ham railway,  elicited  facts  which  are  in  point : 

"  There  was  not  a  single  fact  proved  against  the  great  utility  of  the  meas- 
ure, while  its  advocates  clearly  established  in  its  support  the  following  im- 
portant points,  viz:  That  the  exporting  of  goods  suffered  material  loss  and 
great  inconvenience  by  the  present  slow  mode  of  traffic— that  goods  for  the 
Baltic  trade  were  often  detained  by  the  frost  for  the  whole  winter,  through  a 
very  short  delay  in  shipping  them — that  considerable  orders  were  frequently 
lost  from  the  impossibility  of  completing  them  in  time — that  merchants  keep 
large  stocks  of  many  sorts  of  articles  in  London  to  meet  these  emergencies, 
at  a  consequent  outlay  and  loss.  That  some  particular  trades  have  been  al- 
most ruined,  through  the  impossibility  of  getting  goods  forward  in  time — that 
nothing  is  so  invaluable  in  the  export  trade  as  expedition  and  certainty — that 
in  fancy  articles  it  is  almost  indispensable,  orders  being  frequently  sent  sub- 
ject to  the  condition  ot  their  being  shipped  in  a  particular  vessel — that  re- 
turns of  money  were  sometimes  made  in  eighteen  months,  instead  of  nine, 
through  this  delay  in  the  shipment  of  the  goods  ordered — that  farmers  would 
be  able  to  send  to  London  a  different  kind  of  produce  altogether,  and  a  much 
better  one,  particularly  lambs,  calves,  dairy  products,  &c,  saving,  also,  a 
great  expense  in  their  carriage;  besides  which,  cattle  were  often  driven  till 
their  feet  were  sore,  and  they  could  go  no  further,  they  were  then  sold  on  the 
road  for  what  they  would  fetch.  In  the  same  manner  sheep  were  continual- 
ly being  left  in  every  town  on  the  road,  at  a  ruinous  sacrifice  in  price — that 
many  estates  along  the  line  of  railway  would  be  increased  in  value  at  least 
thirty  per  cent.,  the  consumer  being  also  benefited  as  well  as  the  purchaser. 
"  It  was  also  proved  in  evidence,  that  killed  meat  was  repeatedly  putrid  in 
summer  before  it  could  be  sent  to  market — that  the  cost  of  carriage  limited 
the  vast  supply  of  manure  to  a  short  distance  around  London  ;  whereas,  by 
a  railway  its  application  would  be  most  materially  extended  ;  that  all  cattle 
became  deteriorated  considerably  when  driven  even  a  moderate  distance  to 
market,  and  produced  a  proportionably  less  price ;  for  instance,  a  sheep  driv- 
en eighty  miles,  lost  eight  pounds  in  weight." 


13 

natural  state,  exceeds  the  interest  on  the  capital  employed  in 
improving  the  communication,  and  the  annual  expense  of  trans- 
portation (exclusive  of  tolls)  by  the  improved  route,  the  differ- 
ence is  an  annual  additional  income  to  the  nation."  Admit- 
ting the  truth  of  this  maxim,  it  were  easy  to  demonstrate  that 
the  railroad  would  save  to  the  State  annually  about  a  million 
of  dollars  in  transportation.  Any  one  may  take  the  following 
elements  and  prove  this  to  his  own  satisfaction  :  we  have  142,- 
000  tons  upon  the  route  in  its  natural  state.  The  cost  of  trans- 
portation upon  that  route  is  from  one  cent  to  twenty-five  cents 
per  ton  per  mile.  The  rate  of  insurance  is  about  one  percent. 
The  capital  employed  upon  the  improved  route  may  be  five 
millions.  The  cost  of  transportation  upon  the  improved  route 
will  be,  to  the  company  itself,  about  two  cents  per  ton  per 
mile. 

But  it  is  not  in  this  view  only  that  the  railroad  would  add 
to  the  wealth  of  the  State.  In  opening  an  outlet  for  the  south- 
western portion  of  the  State,  and  in  developing  the  resources 
of  the  whole  interior,  its  value  cannot  be  estimated. 

There  is  another  view  of  the  matter,  which  seems  to  be  as 
important  as  any  which  we  have  taken.  This  is,  as  to  the 
probable  effect  of  such  a  state  work,  in  determining  the  eastern 
terminus,  or  beginning  rather,  of  the  great  road  to  the  Pacific, 
which  is  contemplated  by  the  people  and  government  of  the 
United  States.  All  know  that  there  are  numerous  schemes 
afloat  relative  to  the  route  and  construction  of  that  road  ;  that 
several  of  these  schemes  are  for  a  northern  route,  still  more 
for  a  southern  route,  and  but  one  or  two,  perhaps,  for  the  cen- 
tral route,  or  that  of  the  latitude  of  St.  Louis.  The  Execu- 
tive Department  of  the  government,  not  committing  itself  to 
any  scheme,  contented  itself  with  a  recommendation  of  a  sur- 
vey, simply,  of  all  the  routes.  It  is  quite  possible  that  such  a 
survey  may  be  ordered  by  Congress.  But  if  the  Topographical 
Bureau  should  be  authorized  to  make  the  survey,  it  will  proba- 
bly require  some  new  light,  some  unexpected  discovery  of  an 
unknown  pass,  or  some  other  powerful  influence,  to  persuade 
it  to  report  favorably  upon  any  other  route  than  that  which 


14 

follows  the  Gila  aiong  the  borders  of  Mexico,  passing  at  times, 
probably,  into  the  Mexican  territory,  and  connecting  the  lower 
Mississippi  with  the  lower  part  of  upper  California.     That  re- 
port, however,  must  undergo  the  ordeal  of  Congress;  and  if  it 
should  appear  that  a  route  as  favorable  as  any  for  the  construc- 
tion of  the  road,  which  shall  be  at  the  same  time   central  and 
national,  and  which  shall  admit  of  the  saving  of  several  hun- 
dred miles  of  distance  and  expense,  is  to  be  found,  what  but 
the  most  unjustifiable  spirit  of  jealousy  and  selfishness  could 
prevent  its  adoption?     It  is,  however,  by  no  means  certain, 
amid  the  discontented  spirits  of  Congress,  that  anything  will 
be  done  in  regard  to  the  national  project;  or,  if  surveys  are 
ordered,  it  will  still  be  doubtful  whether  anything  will  be  done 
by  the   national  authorities.     The  surveys  themselves  would 
occupy  one  or  two,  perhaps  three  or  four  years.     To  wait  until 
this  lapse  of  time  for  the  survey,   and  then  still  to  wait  upon 
Congress  merely   to  discover  whether  they  would  make  the 
road  or  not,  would  be  to  expose  our  own  fate  to  be  sealed,  in 
the  meantime,  by  the  movements  of  state  enterprizes  around  us. 
We  should  see  the  interests  of  the  upper  counties  attaching 
themselves  to  the  St.  Joseph  and  Hannibal  railroad,  and  arrang- 
ing themselves  in  reference  to  it,  like  the  lines  formed  by  the 
grains  of  sand  attracted  by  the  loadstone.     You  might  seethe 
Illinois  system,  so  far  as  it  is  opposed  to  St.  Louis,  completed, 
and  perhaps  some  southern  cross  railroads  striking  the  Missis- 
sippi near  the  mouth  of  the  Ohio.     Blocked  up  in  front,  cut  off 
above  and  below,  and  in  a  perfect  state  of  torpidity  in  the  rear, 
how  could  we  expect  to  accomplish  anything  more,  if  we  were 
even  able  to  save  ourselves  from  retrogression.     In  either  view, 
therefore,  of  the  national  project,  whether  that  be  carried  out 
or  not,  I  can  see  no  benefit  to  accrue  to  us  by  delay.     If  the 
government  should  ever  adopt  the  evident  predilection  of  the 
Topographical  Bureau,  and  construct  a  railroad  from  St.  Louis 
down  the  Mississippi  and  the  St.  Francis  rivers,   and  through 
Arkansas  and  Texas  and  el  Paso  del   Norte  to  San  Diego,  our 
road  directed  to  the  west  would  still  be  of  great  advantage  to 
the  State  and  to  the  city,  nor  would  it  fail  to  remunerate  us 
for  our  labor  and  capital. 


15 

Let  us  now  glance  al  the  act  of  the  General  Assembly  of 
our  State,  approved  March  12,  1849,  entitled,  "  An  act  to  in- 
corporate the  Pacific  Railroad." 

It  is  a  charter  in  perpetuity;  it  cannot,  therefore,  be  subject 
to  repeal. 

The  general  provisions  of  the  act  of  incorporation  seem  to 
be  very  liberal.  Large  discretion  is  given  to  the  directors  to 
manage  the  road  and  its  affairs,  as  they  may  deem  proper,  sub- 
ject to  the  annual  suffrage  of  the  stockholders,  and  provisions 
are  made  for  obtaining  the  right  of  way  in  case  any  one  should 
object  to  the  passage  of  the  road  through  his  lands.  The  com- 
pany is  authorized  to  hold  real  estate,  and  to  sell  and  dispose 
of  the  same.  Counties,  through  which  the  road  may  pass,  are 
authorized  to  subscribe  stock,  and  to  issue  their  bonds  to  raise 
money  for  that  purpose,  and  incorporated  cities,  and  towns, 
and  incorporated  companies,  are  also  authorized  to  subscribe. 

The  legislature  did  not  limit  the  rates  of  toll  and  freights, 
but  left  them  to  be  determined  by  the  directors. 

With  this  charter  perfected,  there  would  seem  to  be  no  fur- 
ther necessity  for  railroad  charters  in  the  central  counties  of 
the  State,  in  which  this  road  should  be  located.  This  would 
form  the  vertebral  column  of  a  railroad  system  for  the  State. 
Branches  or  ribs  might  project  from  it  whenever  justified  by 
business,  to  the  north  or  to  the  south. 

The  Board  of  Directors  appointed  by  the  legislature,  is  a 
highly  respectable  and  influential  one.  A  Board  more  respec- 
table or  influential,  or  representative  in  the  aggregate  of  more 
wealth,  could  not  have  been  selected  in  the  State.  The  legis- 
lature seem  to  have  been  desirous  of  placing  this  scheme  in 
hands  that  were  capable  of  giving  it  life,  and  of  managing  it 
with  prudence,  economy  and  success. 

Power  is  given  to  the  company  "  to  survey,  mark,  locate  and 
construct  a  railroad  from  the  city  of  St.  Louis  to  the  city  of 
Jefferson,  and  thence  to  some  point  in  the  western  line  of  Van 
Buren  [now  Cass]  county  in  this  State ;"  and  for  that  purpose 
may  "  hold  a  strip  of  land  not  exceeding  one  hundred  feet 
wide,"  and  "  may  select  such  route  as  may  be  deemed  most 
advantageous." 


16 

It  would,  doubtless,  have  been  more  acceptable,  had  Jeffer- 
son city  been  omitted.  That  route  may  seem  to  some  persons 
impracticable.  At  the  first  sight  of  the  map  alone,  the  judgment 
of  an  engineer  would  naturally  favor  the  route  by  the  valley  of 
the  Missouri.  He  would  look  simply  to  the  practicability  and 
economy  of  construction  and  operation.  The  traffic  and  the 
profits  of  a  road  are  subjects  for  the  stockholders  and  the  di- 
rectors. If  two  or  more  routes  are  equally  practicable  for 
construction  and  operation,  and  in  point  of  directness  and 
cheapness,  and  one  of  them  offers  a  larger  traffic  than  the  other, 
that  is  the  one  to  be  adopted.  Given,  the  traffic  of  a  road, 
and  a  man  may  judge  as  well  of  the  value  of  its  stock,  as 
though  he  had  the  share  list  every  day  before  him.  For  the 
practical  operation  of  the  road,  regarded  merely  as  a  piece  of 
mechanism,  a  perfectly  level  and  straight  line  would  be  the 
most  desirable.  For  directness  merely,  a  line  nearly  due  west 
from  St.  Louis  to  the  western  border  would  be  preferable. — 
But  this,  though  it  would  strike  very  near  Jefferson  city,  would 
cross  the  Missouri  four  times.  A  route  between  the  Missouri 
and  Merrimac,  if  the  surface  of  the  country  would  admit  of  a 
railroad  at  a  tolerable  cost,  would  be  next  best  in  respect  to 
shortness.  The  country,  however,  is  quite  hilly,  rough,  and 
comparatively  unproductive.  A  route  going  westward  from 
St.  Louis,  touching  the  Missouri  just  above  the  Big  Bonhomme 
bottom,  and  then  following  up  the  Missouri  along  the  slopes  of 
the  hills  on  its  southern  border  to  the  La  Mine  river,*  up  the 
latter  to  Davis'  Forks,  and  thence  through  one  of  the  finest 
agricultural  districts  in  the  State,  to  the  western  line  of  the 
State  in  the  northwestern  corner  of  Cass  county,  is  one  recom- 
mended by  Mr.  Singleton  as  the  most  practicable  and  econom- 
ical. There  is  another  route,  which  is  directed  to  St.  Charles, 
across  the  Missouri,  and  thence  westwardly,  crossing  the  Mis- 
souri again  at  or  above  Jefferson  city,  and  thence  by  the  route 
last  mentioned.  This  would  possess  the  advantage  of  passing 
through  some  of  the  most  populous  and  most  cultivated  coun- 

*  On  this  river  are  large  deposits  of  iron  and  lead,  and  inexhaustible  beds 
of  coal  of  the  finest  quality. 


17 

ties  of  the  State,  and  through  a  fine  agricultural  region  all  the 
way.     With  the  exception  of  cannel  coal,  it  is  not  very  produc- 
tive in  minerals  upon  the  north  side.     The  crossing  of  the  Mis- 
souri twice  would  be  found  difficult  and  very    expensive,  and 
perhaps  impracticable.     To  cross  by  ferries,  would  occasion 
considerable  delay  in  the  best  stages  of  water,  and  in  the  win»- 
ter,  when  the  stream  is  frozen,  or  full  of  ice,  the  delay  would 
be  still  greater.     It  is  possible  that  the  river  could  be  crossed 
at  suitable  places  by  suspension   bridges,  but  only  at  a  very 
great  expense.*     But  there  is  a  route  further  south,  which,  if 
practicable  for  construction,  although  longer  than   the  others, 
would  be  in  the  way  of  a  more  various  if  not  a  larger  traffic. 
Following  up  the  valley  of  the  Merrimac,  we  should  traverse 
a  well  timbered  and  good  agricultural  region,  and  penetrate  a 
part  of  the  State  remarkable  for  the  extent  and  variety  of  its 
mineral  resources.     We  should  pass  within  reach  of  the  pineries 
of  the  Merrimac,  within  about  twenty-five  miles  of  the  mines 
of  Potosi,  within  forty  miles  of  the  Iron  Mountain,  and  by  nu- 
merous forges  and  furnaces  of  iron,  copper  and  lead :  we  should 
cross  the  Gasconade  not  far  from  those  pineries  which  now  pay 
about  $25,000  per  annum  for  the  rafting  out  of  their  lumber : 
we  should  pass  within  about  thirty  or  forty  miles  south  of  Jef- 
ferson city,  and  pursue  our  course,  through  a  fine  farming  as 
well  as  mineral  country,  afford  an  outlet  to  the  southwestern 
portion  of  our  State,  and  reach  the  western  border  by  some  of 
the  northern   tributaries  of  the  Osage.     By  a  branch  to  the 
Iron  Mountain,  by  a  branch  to  Jefferson  city,  by  a  branch  ul- 
timately toward  the  southwest,  up  the  valley  of  the  Osage,  and 
by  touching  the  Missouri  river  again  at  or  near  the  mouth  of 
the  Kansas,  a  system  would  be  erected,  most  magnificent  in  its 
results,  and  of  the  greatest  importance  to  the  State.     None  of 
these  routes,  however,  can  be  properly  determined  upon  in  ad- 
vance of  a  topographical  survey. 

The  distance,  in  a  direct  line  from  St.  Louis  to  the  western 
border  of  the  State,  is  forty  townships  by  the  United  States 

*  A  suspension  "bridge  across  the  Dnieper  is  stated  to  have  been  erected  in 
Russia,  about  a  half  mile  in  length,  at  an  expense  of  $2,000,000. 


18 

surveys,  or  two  hundred  and  forty  miles.  By  the  route  last 
mentioned,  we  pass  through  forty-one  townships,  and  diago- 
nally through  most  of  them.  If  we  add  one-fifth  on  this  ac- 
count, the  distance  will  appear  to  be  about  two  hundred  and 
ninety-five  miles — say  three  hundred.  By  following  up  the 
Missouri,  the  distance  is  about  three  hundred  miles. 

It  is  now  proper  to  consider  the  cost  of  this  proposed  work, 
and  the  prospects  of  its  value  as  an  investment  of  capital. 

It  must,  of  course,  be  at  once  seen,  that  any  estimates  found- 
ed upon  any  thing  short  of  an  actual  survey  and  examination 
of  the  route  from  one  end  to  the  other,  would  be  conjectural, 
and  therefore,  with  the  best  judgment,  only  an  approximation 
to  the  reality.  It  is,  however,  to  be  remarked,  that  while  rail- 
roads have  frequently  exceeded  in  cost  the  first  estimate,  so 
the  business  and  profits  of  the  roads  have,  perhaps,  as  often 
eclipsed  all  the  first  calculations.  For  example:  on  the  Stock- 
ton and  Darlington  line  in  England,  the  passengers  soon  in- 
creased to  eighty  times  as  many  as  there  were  before  the  road 
went  into  operation ; — on  the  Glasgow  and  Greenock  railroad 
in  Scotland,  travel  increased  from  one  hundred  and  ten  thou- 
sand to'two  millions,  and  the  number  of  passengers  were  equal 
to  five  times  the  population  of  the  district.  The  receipts  upon 
the  western  railroad  of  Massachusetts  increased  from  $112,000 
to  $1,300,000. 

The  cost  of  railroads  is  extremely  various.  In  some  parts 
of  the  country  it  is  but  a  few  thousand  dollars  per  mile — in 
others  it  is  $20,000 — in  others  $50,000 — in  others  it  is  over 
$100,000.  In  England,  where  the  roads  have  been  thoroughly 
built,  and  where  the  cost  of  procuring  charters,  and  the  land 
damages,  and  the  grading,  and  the  tunneling  have  been  enor- 
mously expensive,  the  average  cost  of  the  roads  has  been  $142,- 
000  per  mile.  In  the  eastern  States  and  in  Canada,  the  aver- 
age cost  has  been  about  $30,000  per  mile.  In  the  western 
States  the  cost  is  less,  owing  to  a  more  level  surface,  and  cheaper 
timber.*     In  Indiana,  the  railroads  have  been  constructed  with 

*  The  grubbing,  grading  and  masonry  of  the  Hillsboro'  and  Cincinnati 
railroad,  Ohio,  35|  miles,  has  been  put  out  to  contract  at  about  $2,000  per 
mile.  The  Scioto  and  Hocking  Valley  railroad,  Ohio,  116i  miles,  is  estimat- 
ed to  cost,  for  grading,  bridging,  ballasting  and  laying  T  or  H  rails,  an  aver- 
age of  $11,141  39  per  mile. 


19 

remarkable  cheapness,  many  of  them  being  built  by  the  coun- 
try people  themselves,  the  farmers  taking  stock  and  paying  in 
labor  and  materials  in  lieu  of  money.  The  Alton  and  Spring- 
field railroad  in  Illinois,  a  distance  of  sixty  or  seventy  miles, 
has  been  contracted  for  at  $950,000.  The  cost  of  the  St. 
Louis  and  Cincinnati  railroad  was  estimated  at  about  $16,000 
per  mile.  The  first  half  of  our  road,  one  hundred  and  fifty 
miles,  may  be  more  expensive,  say  $20,000  per  mile.  But  the 
latter  half  ought  not  to  cost  over  $15,000  per  mile,  the  whole 
three  hundred  miles  costing  $5,250,000,  which  is  only  $250,- 
000  over  half  of  the  authorized  capital.* 

But  even  this  is  a  considerable  sum  of  money  for  a  new 
country,  and  its  proposed  expenditure  very  justly  calls  for  a 
careful  estimate  of  the  probable  returns  for  such  an  invest- 
ment. 

The  indirect  advantages,  though  they  may  exceed  five  times 
the  cost,  are  not  in  this  place  to  be  considered. 

Can  we  form  an  estimate  of  the  traffic  of  the  road  ?  We 
have  seen  that  the  number  of  passengers  per  annum  upon  the 
Missouri  is  at  least  15,000,  and  that  the  number  of  tons  taken 
up  and  brought  down  by  355  steam  boat  trips  is  142,000. — 
Now,  the  usual  effect  of  railroads  is  at  once  to  treble  travel  and 
to  double  freights,  though  sometimes  they  do  vastly  more  than 
that.  But  if  this  road  should  have  the  usual  effect,  we  set  in 
motion  45,000  passengers,  and  284,000  tons  of  freight.  Leav- 
ing the  usual  traffic  for  the  Missouri  boats,  let  us  content  our- 
selves with  one-half  the  probable  increase.  This  would  give 
to  the  road  22,500  passengers  and  142,000  tons  of  freight. — 
And  for  still  greater  safety  in  calculation,  we  will  suppose  these 
passengers  and  freight  to  be  moved  but  half  the  length  of  the 

*  Mr.  W.  R.  Singleton,  C.  E.,  has  given  me  his  opinion  that,  by  the  Mis- 
souri River  route,  the  first  fifty  miles,  say  from  St.  Louis  to  South  Point,  will 
cost  for  grading,  bridges,  culverts,  and  sills  for  the  iron,  an  average  of  about 
$10,000  per  mile  ;  but  the  first  thirty  miles  would  cost  the  most,  say  about 
$12,000,  and  the  next  twenty  about  $7,000  per  mile.  He  estimates  the  dis- 
tance by  this  route,  passing  Jefferson  city  and  Boonville,  at  about  three 
hundred  miles  to  the  western  line  of  Cass  county,  and  the  cost  of  the  whole 
road  at  $4,200,000,  or  $14,000  per  mile.  He  puts  the  cost  of  preparing  the 
road  for  the  iron  at  $8,000,  and  the  expense  of  the  iron,  weighing  seventy 
pounds  to  the  yard,  and  the  laying,  at  $6,000  per  mile.  The  cost  of  equip- 
ment, in  engines,  cars,  station  buildings;  &c,  is  not  included. 


20 

road,  or  say  125  miles.  At  4  cents  per  mile  per  ton,  and  the 
same  rate  for  a  passenger,  we  have  $6,380  for  moving  the 
whole  one  mile,  or  for  125  miles,  the  sum  of  $822,500.  Sup- 
pose the  rates  to  be  but  3  cents  per  mile,*  and  we  have  the 
sum  of  $616,875.  Taking  off  one-half  the  first  gross  sum  for 
expenses,  and  we  have  the  net  sum  of  $411,250.  Taking  off 
one-half  the  second  gross  sum  for  expenses,  and  we  have  net 
$308,437.  The  first  net  sum  would  be  a  dividend  of  over  8 
per  cent.,  and  the  second,  a  dividend  of  6  per  cent,  upon  the 
capital  supposed  to  be  invested.  If  we  were  to  suppose  the 
whole  population  upon  the  route  passing  the  railroad,  as  is 
stated  to  be  the  case  to  five  times  the  extent  upon  a  railroad  in 
Scotland,  the  profits  would  be  enormous.  To  deduct  one-half 
the  gross  receipts  to  cover  expenses  is  probably  too  much, 
though  it  takes  that  in  England,  and  in  Massachusetts,  upon 
the  average.  If,  however,  the  road  could  be  operated  for  less 
than  half  the  gross  earnings,  as  some  roads  are  operated,  of 
course  the  dividends  would  exceed  our  mark.  This  may  be  a 
startling,  and  seem  an  incredible  result.  The  accuracy  of  it 
wholly  depends  on  the  truthfulness  of  our  premises  as  to  the 
cost  of  the  road,  and  the  amount  of  passengers  and  freight. — 
As  before  remarked,  the  nearest  approximation  to  the  truth 
would  be  derived  from  an  actual  survey  and  examination  of 
the  route,  and  a  full  inquiry  into  all  the  facts.  It  is  quite  pos- 
sible that  the  estimate  of  cost  is  too  low ;  but  it  is  equally 
possible,  and,  in  my  opinion,  more  than  probable,  that  the  es- 
timated traffic  is  put  down  at  less  than  what  it  would  be  dur- 
ing the  first  year's  operation  of  the  road.  For  example,  we 
shall  have  elements  which  do  not  now  enter  the  Missouri  boats. 

*The  annual  average  expense  of  transportation  on  the  best  managed  rail- 
roads in  this  country  to  the  companies  themselves,  is  about  two  cents  per  ton 
per  mile.  In  England,  the  cost  is  greater.  The  Baltimore  and  Ohio  Rail- 
road Company  charge  about  four  cents  per  ton  per  mile.  The  charge  for 
transportation  in  boats  on  the  Missouri  river  varies  from  twenty-five  cents  to 
two  dollars  and  fifty  cents  peT  one  hundred  pounds  for  carriage  five  hundred 
miles,  or  an  average  of  about  six  cents  per  ton  per  mile.  To  this  expense  is 
to  be  added  much  lost  time  and  heavy  insurance,  and  the  total  destruction 
of  the  boat  in  three  to  five  years.  Indeed,  our  neighbors  in  Iowa  undertake 
to  demonstrate  that  transportation  from  Council  Bluffs  to  St.  Louis  is  over 
40  per  cent,  cheaper  over  land  through  Iowa  and  down  the  Des  Moines  river 
than  by  the  Missouri  river. 


21 

We  shall  have  coal  and  wood,  iron,  lead  and  copper,  lumber, 
live  stock,  game,  and  the  produce  of  a  vast  interior,  which  now 
has  no  market.  And  moreover  it  is  worthy  of  remark,  that 
when  the  road  is  once  completed,  the  future  outlay  upon  con- 
struction will  bear  no  proportion  to  the  perpetual  increase  of 
future  business. 

The  provision  in  the  charter  which  authorizes  the  compa- 
ny to  "take,  hold,  use,  possess  and  enjoy  the  fee  simple,  or 
other  title  in,  and  to  any  real  estate,  and  may  sell  and  dispose 
of  the  same,"  is  of  great  value ;  and  if  the  power  be  judi- 
ciously exercised  in  the  purchase  and  management  of  lands, 
and  station  and  town  sites  along  the  route,  the  profit  from 
this  source,  to  the  company,  might  be  very  great.  It  would, 
at  least,  tend  to  keep  the  stock  always  up  to  par,  even  if  the 
company  should  not  meet  the  expected  returns  immediately 
from  traffic,  and  might,  by  good  judgment  in  the  management, 
put  the  stock  above  par,  and  make  it  always  desirable  proper- 
ty. More  certainly  still  would  this  be  the  result,  if  the  gov- 
ernment of  the  United  States  should  exercise  toward  the  com- 
pany the  justice  and  liberality  which  it  has  extended  to  com- 
panies in  every  other  new  State,  by  granting  in  aid  of  the 
work  a  small  per  centage  of  the  enormous  quantity  of  their 
lands  now  lying  unappropriated  and  useless  upon  the  route  of 
the  road.  Foreseeing  the  great  difficulty  of  raising  the  large 
amount  of  capital  required  to  construct  the  railroad,  the  legis- 
lature probably  granted  this  power  as  one  of  the  means  "  ne- 
cessary and  proper  to  carry  the  same  into  complete  and  suc- 
cessful operation." 

Another  very  generous  provision  is  that  which  renders  it 
lawful  for  the  county  court  of  any  county  in  which  any  part 
of  the  route  may  be,  to  subscribe  to  the  stock,  to  invest  its 
funds  in  it,  and  to  issue  its  bonds  to  pay  the  stock  thus  sub- 
scribed, and  also  for  "  any  incorporated  city,  town  or  incorpo- 
rated company"  to  subscribe  to  the  stock.  Thus,  when  the 
means  of  individuals  fail,  the  loan  of  the  public  credit  may 
come  in  to  complete  the  work.  This  resort  is  not  a  novelty 
in  such  great  enterprises.    Great  works  of  public  policy,  often 


require  and  justly  appeal  to  the  aggregate  power  of  society. 
They  are  matters  in  which  all  are  interested,  and  by  which  all 
will  be  benefited.  They  shed  their  happy  influences  upon  the 
rich  and  the  poor,  upon  the  selfish  and  the  benevolent,  upon 
the  mean  as  well  as  upon  the  generous.  It  has  often  happen- 
ed therefore,  indeed  it  is  happening  continually,  that  States 
are  called  on,  in  sound  policy,  to  aid  their  more  liberal  and  en- 
terprising citizens  in  works  tending  to  the  general  good,  and 
they  have  answered  the  call  in  numerous  instances  with  com- 
plete success,  oftentimes,  not  only  without  advancing  a  sin- 
gle dollar,  but  realizing  the  beneficient  effects  of  their  liberality 
not  only  in  their  increased  prosperity,  but  in  the  actual  re- 
demption of  their  liabilities  and  a  pecuniary  profit  added. — 
This  is  always  the  case  where  the  dividends  upon  the  stock 
exceed  the  usual  rates  of  legal  interest,  and  of  course  the  stock 
itself  is  above  par.  But  they  could  well  afford  to  lend  their 
aid  without  direct  gain.  Indirectly, -the  public  wealth  is  in- 
creased many  times  more  than  the  whole  sum  invested  in  the 
improvement.  This  policy,  however,  is  so  well  known  and 
approved,  that  we  might  justly  be  regarded  as  benighted,  and 
behind  the  times,  were  we  to  doubt  its  availability  or  propriety, 
or  refuse  to  adopt  it.  Without  it,  New  York  might  never 
have  achieved  her  great  system  of  improvement,  and  Massa- 
chusetts would  have  been  still  locked  within  her  mountains. 
Even  Virginia,  whose  bad  roads  and  laggard  spirit  in  internal 
improvements  have  been  a  reproach  to  her,  has  awakened  to  a 
full  appreciation  of  it,  as  to  a  new  discovery,  and  now,  by  a 
general  law,  lends  her  strength  and  her  means  to  every  rail- 
road enterprise  in  the  State.  In  fact,  there  is  scarcely  a  State 
or  a  city  striving  to  maintain  its  rank  among  its  contempora- 
ries, that  does  not,  from  necessity,  avail  itself  of  this  means  of 
advancement.  And  shall  Missouri  give  up  without  an  effort, 
and  forever  remain  behind?  She  is  too  deeply  interested  to 
let  this  opportunity  pass.  This  great  work,  which  is  to  invite 
population,  which  is  to  stimulate  the  mechanic  arts,  extend  ag- 
riculture, disembowel  the  earth  of  its  mineral  wealth,  set  up 
machine  shops,  rolling  mills  and  factories,  and  awaken  all  the 


23 

slumbering  energies  of  a  giant  State,  must  be,  will  be,  carried 
to  a  triumphant  consummation.  The  city  and  county  of  St. 
Louis  will  set  an  example,  which  the  counties  along  the  line 
will,  doubtless,  follow  to  the  extent  of  their  ability.  They 
will  subscribe  in  the  stock  and  issue  their  bonds  to  pay  it  up 
as  required,  and  receive  their  certificates.  The  State  then 
ought  not  to  fail  to  subscribe  such  an  amount,  as,  with  the  other 
means  of  the  company,  will  carry  the  work  to  the  western 
border.  Can  there  be  any  reasonable  doubt  that  the  stock  will 
be  available  to  redeem  all  such  bonds  as  they  may  fall  due? — 
Experience  shows  that  there  is  none  of  the  hazard  about  rail- 
roads that  exist  in  banking  and  insurance  and  trading  compa- 
nies. They  are  of  the  industrial  hard-working  class,  whose 
gains  may  be  as  surely  relied  on  as  the  daily  labor  of  a  man, 
or  of  the  ox,  or  of  the  horse.  But  unlike  the  labor  of  a  man 
or  a  horse,  there  is  no  limit  to  their  productiveness.  Their 
powers  expand  with  every  increased  demand.  Nor  is  there 
danger  of  their  falling  into  desuetude  until  man  ceases  to  be  a 
social  being,  and  loses  his  love  of  locomotion.  On  the  con- 
trary, they  gain  in  favor,  in  business,  in  usefulness,  and  in  profit, 
every  day  of  their  existence. 

But  it  may  be  said  the  State  is  too  young  to  embark  in  such 
an  enterprize.  Is  Missouri  younger,  poorer  and  less  civilized 
than  New  York  was  when  the  latter  engaged  in  the  great  pro- 
ject of  her  Erie  Canal?  Younger  and  poorer  than  Alabama, 
than  Michigan,  than  Indiana,  when  they  began  to  erect  these 
systems  which  have  put  them  forward  with  so  much  of  added 
wealth  and  renewed  life?  But  our  youth  is  entirely  in  our 
favor.  It  gives  us  energy  and  elasticity;  we  are  not  burdened 
with  debt  nor  decrepitude.  Nor  are  we  left  to  try  doubtful 
experiments.  We  may  avoid  the  errors  of  those  States  which 
are  older  and  profit  by  the  wisdom  which  they  have  purchased 
by  experience.  We  can  see  the  folly  of  undertaking  too  much, 
and  avoid  it.  We  can  see  the  folly  of  scattering  our  resour- 
ces, instead  of  concentrating  them  upon  a  favorite  object.  We 
can  perceive  that  when  we  determine  that  a  work  is  worth 
commencing,  it  is  worth  completing,  or  the  labor  and  capital 
expended  in  beginning  it  may  be  lost, 


24 

Look  at  the  work  which  we  propose.  Is  it  not  worth  un- 
dertaking? Are  we  not  able  to  undertake  it,  and  to  complete 
it?  Poorer  States,  or  rather  people  with  less  capital  than  we, 
have  projected  and  finished  even  greater  works.  And  have 
they  regretted  their  exertions?  Is  any  completed  public  work 
in  any  State  regreted  ?  Will  this  road  injure  any  body  ?  Does 
it  involve  any  body  or  people  in  bankruptcy  or  ruin  ?  Certain- 
ly not.  It  calls  on  no  man  to  subscribe  in  its  stock  who  is  not 
perfectly  able  to  do  it,  and  is  both  able  and  willing  to  meet 
any  legitimate  and  proper  calls  that  may  be  made  upon  him  to 
the  extent  of  his  subscription.  Involuntary  subscriptions  are 
neither  expected  nor  desired,  and  ought  to  be  impossible.  Sup- 
posing it  were  true,  therefore,  which,  however,  is  not  admit- 
ted, that  the  stockholders  will  receive  no  immediate  and  direct 
profit  upon  the  money  they  may  have  advanced,  there  are  none 
of  them,  it  is  presumed,  who  will  have  subscribed  so  large  a 
portion  of  their  fortunes  as  to  feel  very  serious  inconvenience 
should  their  subscriptions  turn  out  to  be  wholly  sunk.  Even 
in  that  plight,  their  consciences  would  be  quite  as  well  at  ease 
as  those  of  their  neighbors,  who,  too  selfish  to  engage  in  any 
public  enterprise,  should  avail  themselves  of  the  opportunity  to 
cloak  their  illiberality  under  an  affectation  of  financial  shrewd- 
ness. They  would,  at  least,  have  the  satisfaction  of  feeling 
that  their  State  pride,  their  local  pride,  was  not  rebuked,  but 
vindicated  by  the  effort  they  had  made,  though  unavailing. — 
But,  on  the  contrary,  let  us  suppose,  what  we  believe  will  be 
the  result,  that  the  money  invested  not  only  receives  a  fair 
profit,  but  that  the  whole  community  is  also  advanced  in  busi- 
ness, in  prosperity,  and  in  wealth,  then  those  by  whose  efforts 
the  work  was  achieved,  will  receive  a  double  satisfaction,  while 
those  who  are  too  ignorant,  too  selfish,  or  too  poor  in  public 
spirit  to  assist  in  the  work,  will  experience  a  double  mortifica- 
tion— a  mortification  that  would  scarcely  find  relief  in  seeing 
their  estates  enhanced  in  value  upon  their  hands  by  the  patri- 
otic efforts  of  others. 

But  upon  what  do  you  rely  for  remuneration,  continues  an 
objector,    Let  us  answer  him  by  taking  him  a  ride  upon  the 


25 

rail  itself.  Let  us,  for  a  moment,  imagine  the  work  to  be  com- 
pleted. As  we  approach  the  depot  or  station  house,  we  notice, 
with  astonishment,  the  new  and  costly  improvements  in  its  vi- 
cinity. We  see  that  it  has  produced  a  complete  revolution  in 
that  part  of  our  city.  We  observe  carriages,  drays,  and  peo- 
ple rushing  to  and  fro,  preparing  for  the  train  a^out  to  start. 
We  enter  the  station  house.  We  see  the  United  States  mail, 
quantities  of  baggage,  and  some  fifty  or  sixty  passengers  going 
aboard  the  fast  train.  Here  we  see,  also,  boxes  of  merchandize 
of  all  sizes,  and  various  articles  of  household  and  farming  uten- 
sils, hogsheads  of  sugar,  sacks  of  coffee  and  of  salt,  barrels  of 
molasses  and  of  whiskey,  kits  of  mackerel,  boxes  of  raisins, 
bundles  of  paper,  wagons  in  pieces,  small  carriages,  kegs  of 
nails,  bars  of  iron,  boxes  of  Indian  goods,  and  of  hats  and  of 
shoes,  glass,  tar  and  turpentine,  and  a  vast  variety  of  articles 
marked  for  the  towns  in  the  interior,  and  some  of  them  for 
Santa  Fe,  and  some  for  Deseret,  which  the  men  are  at  work 
placing  in  the  freight  train.  There  is  none  of  that  disorder 
and  flurry  which  exists  upon  the  Levee,  but  all  is  neatness  and 
order,  and  conducted  systematically,  and  under  the  strictest 
discipline  and  accountability.  But  the  bell  is  ringing — we  will 
take  our  tickets  and  step  aboard  the  train.  Off  we  go,  at  the 
speed  of  25  miles  the  hour.  We  have  not  gone  five  miles  when 
the  pace  is  slacked,  and  we  observe  one  or  two  gentlemen 
jumping  off*  at  their  suburban  residences.  We  also  notice  that 
the  first  6  miles  of  the  road  has  proved  of  great  benefit  to  the 
coal  property  near  St.  Louis  as  against  the  great  competition 
from  the  coal  fields  of  Illinois,  and  that  this  part  of  the  road 
is  doing  a  fair  business  in  carrying  coal  into  the  city.  In  the 
increased  consumption  of  coal,  we  calculate  upon  about  one 
million  of  bushels  per  annum,  which,  at  a  freight  charge  of 
two  cents  per  bushel,  would  afford  an  annual  income  to  the 
road  of  $20,000,  and  that  is  vastly  less  than  the  cost  of  haul- 
ing by  wagons.  At  one  cent  per  bushel,  the  yield  is  $10,000. 
The  first  6  miles  of  the  road,  therefore,  pays  a  handsome  net 
profit,  upon  a  cost  of  $20,000  per  mile.  But  the  further  out 
we  go,  the  more  profitable  does  this  part  of  the  road  seem, — 


26 

A  few  miles  further  is  a  platform  and  a  turn  out.  Here  seve- 
ral are  waiting  to  get  in,  and  several  also  get  off  to  go  to  their 
dwellings.  Here,  also,  we  observe  a  string  of  other  cars,  la- 
den with  coal.  We  pass  on,  scarcely  having  time  to  observe 
the  fine  residences  whi<  h  city  gentlemen  have  constructed  all 
along  each  side  of  the  road  ;  but  we  stop  every  few  minutes  to 
let  off  a  passenger  or  two,  and  take  on  as  many  more,  so  that 
our  number  is  kept  about  the  same.  Here  we  pass  a  train, 
standing  in  a  turn  out,  loaded  with  wood,  with  a  few  cars  of 
baled  hay  attached.  The  country  on  either  side  seems  to  be 
full  of  busy  men,  and  every  farm  occupied.  Contrary  to  the 
apprehensions  of  some  of  the  farming  community  within  ten 
miles  of  the  city,  who  feared  the  competition  of  the  further  off 
regions,  lands  adjacent  to  the  road  have  advanced  in  value 
more  than  one  hundred  per  cent.  Soon  we  reach  a  water  sta- 
tion, where  we  observe  immense  piles  of  cord  wood,  and  many 
men  still  engaged  in  hauling  and  cording.  Here,  also,  is  a 
small  refreshment  house,  and  here  again  we  leave  and  take  a 
few  passengers.  Directly  we  meet  a  freight  train  loaded  with 
a  variety  of  farm  produce  from  the  rich  valley  of  the  Merri- 
mac,  and  with  pigs  of  lead,  and  copper  and  iron,  from  Frank- 
lin county.  In  about  two  hours  from  St.  Louis,  we  are  at  the 
Union  Station,  where  we  discharge  a  few  passengers,  and 
where  we  observe  large  piles  of  metal  in  pigs.  We  pass  into 
a  m'neral  region  of  great  and  various  resources  Every  few 
miles  we  see  furnaces  in  full  blast.  In  addition  to  the  quanti- 
ties of  metals,  we  notice,  also,  lumber  from  the  Merrimac  and 
its  tributaries — we  see  granite  and  kaolin  and  soapstone  and 
fire  brick,  brought  from  the  country  adjacent  on  the  south, 
and  ready  for  market.  We  are  within  reach  of  the  great  bu- 
siness of  the  Iron  Mountain  and  the  various  mines  of  Craw- 
ford and  Washington  counties.  The  quantity  of  freight  col- 
lected cannot  be  estimated,  but  is  very  large,  and  is  destined 
to  increase  indefinitely.  Though  stopping  now  and  then  to 
take  or  leave  a  passenger,  or  to  supply  the  engine  with  water, 
we  are  soon  at  the  crossing  of  the  Gasconade.  Across  this 
river  is  constructed  a  grand  bridge  of  solid  masonry,  of  great 


27 

strength  and  durability.     There  is  no  lack  of  materials  for 
such  works.     Here  we  see  extensive  lumber  yards,  and  an  im- 
portant station  for  the  Gasconade  region.     Immense  quanti- 
ties of  yellow  pine  lumber  are  floated  down  from  above,  and 
piled  up  here  to  season,  and  is  always  at  command  of  daily 
orders  from  St.  Louis.     An  order  given  to-day  in  St.  Louis,  is 
answered  to-morrow   by  the   receipt  of  the,  lumber.     There 
were,  in  1849,  upon  the  Piney  Fork  of  the  Gasconade,  about 
fifteen  saw  mills,   turning   out   about  five  millions  of  feet  per 
annum.     This   has  been  rafted  to  St.  Louis,  at  an  expense  of 
about  five  dollars   per  thousand.     The  railroad  can  afford  to 
take  it  at  about  half  that  price,  and  deliver  it  in  less  time,  and 
in  much  better  condition.     One  of  the  consequences  is,  a  large 
increase  in  the  quantity  produced,  and  the  road  derives  from  it 
a  handsome  profit.     Considerable  quantities  of  merchandize  are 
deposited  here,  and  new  buildings  are  going  up  on  lots  laid  out 
and  sold  by  the  company.     But,  on  we  go,  into  the  fertile  val- 
ley of  the  Osage,  and  before  we  are  aware  of  it,  we  are  at  the 
Osage  river,  and  at  another  fine  structure,  by  which  we  cross 
it.     We  observe  a  draw  in  the  bridge,  to  admit  of  the  passage 
of  small    steamboats.     A  small   boat  is    lying  just  above  the 
bridge,  discharging  freight,  consisting  of  a  variety  of  articles 
from  the  Osage  valley,  at  a  depot  conveniently  arranged,  and 
a  series  of  cars  are  receiving  it.     We  observe,  also,  here  a  few 
new  buildings,  and  a  yard  full  of  live  stock,   destined  for  St. 
Louis,  per  railroad.     We  hear  of  a  scheme  to  penetrate,  by  a 
branch,  the  upper  part  of  the  Osage  valley,  and  here,  also,  we 
meet  the  down  train,  with  a  number  of  passengers,  and  we  ob- 
serve a  number  of  cars  also  waiting  their  opportunity  to  pass 
down,  loaded  with  bacon   and   beef,  hides  and  peltries,  dried 
fruits,  beeswax,  hemp,  tobacco,  eggs  and  poultry.     From  this 
point  westward,  we  find  the  country  better  adapted,  in  its  sur- 
face, to  the  construction  of  a  railroad.     We  observe  less  of 
mineral,   but  much  more  of  the  agricultural  products.     Our 
passengers  leave  us  to  the  right  and  left,  and  occasionally  a 
few  enter  the  cars.     At  one  place  our  attention  is  drawn  to  a 
medley  of  noises,  arising  from  a  freight  train.    We  discover. 


28 

through  the  bars,  as  the  train  moves  on,  a  number  of  cars, 
some  filled  with  live  hogs  and  cattle,  and  others  with  hemp 
and  tobacco,  on  their  way  to  St.  Louis.  We  are  struck  with 
the  fine  appearance  of  the  country  as  we  pass  on,  and  observe 
numerous  excellent  farms.  The  agricultural  resources  of  this 
part  of  the  State  are  very  great,  and  looking  at  the  whole 
route,  merely  in  an  agricultural  point  of  view,  the  land  upon 
it  is  vastly  superior  to  that  upon  the  routes  of  some  of  the 
eastern  roads  which  have  been  constructed  at  an  expense  of 
sixty  or  seventy  thousand  dollars  per  mile.  We  reach  our  sta- 
tion, not  far  from  the  mouth  of  the  Kanzas,  in  about  twelve 
hours  from  St.  Louis.  Here  our  passengers  dispose  of  them* 
selves  for  the  night  at  a  commodious  hotel,  intending  to  be  off 
in  the  morning  for  Independence,  and  Liberty  and  Westport, 
and  Fort  Leavenworth,  and  other  places  up  the  river.  The 
hotel  is  quite  full  of  passengers,  including  people  from  far  up 
the  Missouri,  and  Santa  Fe  traders,  Californians  and  others, 
numbering  quite  as  many  to  go  down  as  there  were  up.  Here, 
also,  a  large  amount  of  freight  is  collected,  comprising  farm 
produce  from  the  rich  and  populous  counties  adjacent,  furs  and 
peltries,  and  other  products  from  the  great  country  lying  still 
to  the  west.  We  go  to, our  rest,  gratified  with  the  trip,  con- 
vinced that  Missouri  is  to  be  a  great  and  wealthy  State,  and 
fully  satisfied  that  the  railroad  is  a  noble  and  a  profitable  work, 
reflecting  the  highest  credit  upon  its  projectors  and  its  finish- 
ers. 

Now,  although  this  be  an  imaginary  trip,  who,  that  knows 
any  thing  of  railroads,  can  doubt  that  its  realization  is  perfect- 
ly within  our  reach? 

Let  us,  then,  put  forth  our  strength  and  commence  the  great 
work,  and  persevere  in  it  to  its  final  consummation.  Let  us 
pledge  St.  Louis,  city  and  county,  for  at  least  one  million  of 
the  capital  required.  Let  us  appeal  to  the  people,  towns  and 
counties  upon  the  route  of  the  road,  and  procure  from  them, 
in  the  aggregate,  in  money,  land,  labor  and  materials,  at  least 
one  million  more,  beside  the  right  of  way,  which  ought  to  be 


29 

freely  granted,  either  by  individuals  or  by  the  counties.*  Let 
us  appeal  to  the  government  of  the  United  States,  until  we 
prevail  with  them  to  give  us,  of  their  twenty-nine  millions  of 
acres  of  unappropriated  land  in  this  State,  say  but  one-sixtieth 
part,  but  which,  by  judicious  selection,  and  in  our  hands,  we 
could  make  available  for  another  million.  And  finally,  why 
may  we  not  appeal  to  the  State  government  ?  True,  it  has  lit- 
tle experience  in  such  works,  but  the  experience  of  nearly 
every  other  State  in  the  Union,  and  the  injunction  of  the  Con- 
stitution, which  requires  that  "  internal  improvement  shall  for- 
ever be  encouraged  by  the  government  of  this  State,"  points 
out  the  path  of  wisdom  and  of  duty.  Clearly  this  work  is 
one  of  "the  most  proper  objects  of  improvement''  contempla- 
ted by  the  Constitution,  and  one  of  the  most  important,  as  the 
base  of  a  system,  which  probably  can  be  presented.  As  a  grand 
trunk  line,  which  will  be  available  to  the  people  on  the  right 
and  left,  and  which  may  ultimately  be  made  the  beginning  and 
a  part  of  the  National  Highway  to  the  Pacific,  it  cannot  be 
regarded,  in  any  respect,  as  a  local  work,  but  it  is,  at  the  least, 
a  State  work  upon  a  comprehensive  scale,  and  as  intimately 
bearing  upon  the  national  interests,  it  is  a  work  also  of  national 
importance.  As  a  State  work  merely,  however,  looking  to  its 
effect  in  developing  the  resources,  and  increasing  the  popula- 
tion and  aggregate  wealth  of  the  State,  it  deserves  the  serious 
consideration  and  parental  fostering  of  the  State  government. 
In  what  manner  the  aid  of  the  public  authorities  should  be  ren- 
dered, is  a  question  which  should  be  determined  with  strict 
reference  to  the  object  we  have  in  view.  If  such  aid  were  to 
be  rendered  by  subscriptions  in  the  stock  to  such  an  amount 
as  to  annihilate  the  influence  of  private  stockholders,  and  the 
measure  were  to  result  in  giving  up  the  control  of  the  road  to 
party  politics,  we  presume  no  true  friend  of  the  road  would 
be  willing  to  receive  any  such  aid.  No  private  stockholder 
would  be  willing,  probably,  to  hold  an  interest  subject  to 
the  caprices  of  party   politics.      Deprecating,  as  every    sin- 

*  A  correspondent  suggests   that,  looking  to   the  National  uses  of  the  road, 
this  strip  of  laud  ought  to  be  one  thousand  feet  wide. 


30 

cere  friend  of  the  measure  must,  any  connection  with  in- 
fluences so  ruinous  to  the  best  interests  of  a  rail  road,  it 
would  seem  to  be  desirable  that  the  aid  of  the  public  au- 
thorities should  be  rendered  in  some  other  form  than  that 
which  would  involve  them  in  an  actual  participation  in 
the  management  of  the  road.  This  necessary  aid  could,  doubt- 
less, be  as  well  and  effectually  rendered  by  a  loan  to  the  com- 
pany of  the  public  credit,  which  might  be  secured  by  the  hy- 
pothecation of  certificates  of  stock,  or  of  the  road  itself,  its 
property  and  appurtenances.* 

A  loan  upon  the  pledge  of  certifica'es  of  stock,  would  doubt- 
less be  more  desirable  to  the  compan}*,  inasmuch  as  their  owrn 
credit  would  be  more  available  by  their  work  remaining  unen- 
cumbered. Aid  thus  rendered,  in  a  liberal  and  magnanimous 
spirit,  to  the  extent  of  a  million  of  dollars  by  the  State,  loaning 
the  bonds  of  the  State  to  the  company,  and  receiving  certifi- 
cates of  stock  as  security,  would  with  the  other  means  secure 
the  completion  of  the  work  at  an  early  day,  without  involving 
the  State  in  any  debt  which  could  not  be  paid  off  by  the  as- 
signment or  sale  of  the  certificates  of  stock  upon  the  completion 
of  enough  of  the  road  to  afford  a  dividend  upon  its  cost  and 
operation.  If,  however,  the  aid  to  be  extended  should  be  by 
an  actual  subscription  in  the  stock,  the  interests  of  the  city  or 
state  making  the  subscription  can  be  represented  by  proxy, 
but  the  instalments  required  by  the  board  of  directors,  must 
be  met  in  money  as  they  are  called  for.  Nevertheless,  what- 
ever may  be  the  form,  the  aid  should  be  proffered,  and  if  pos- 
sible, given  effectually;  and  the  state  should  not  hesitate  to  as- 
sume an  equal  rank  with  her  sister  states  in  the  race  of  civiliza- 
tion and  progress.  But  let  us  remember,  that  our  prosperity 
in  this  great  enterprize  may  be  augured  by  the  disposition  we 
may  exhibit  to  avoid  the  follies  and  the  corruptions  of  the  past. 
Boards  of  direction  must  have  a  vital  energy,  derived  from  the 
introduction  of  really  working  and  practical  men,  who  should 

*  The  State  of  Massachusetts  holds  a  mortgage  of  $4,000,000  on  the  Wes- 
tern Railroad.  The  City  of  Albany,  N.  York,  holds  a  mortgage  of  $1,000,000 
on  the  Albany  and  West  Stockbridge  Railroad.  Numerous  States  and  cities 
could  be  mentioned  that  have  lent  their  credit  to  railroads. 


31 

have  an  intelligent  understanding  of  their  business,  and  from 
whom  we  should  exact  specific,  full  and  plain  details  of  ex- 
penditure, and  whose  continuance  in  the  board,  should  depend 
upon  the  measure  of  their  willingness  to  act  up  to  the  full 
amount  of  their  responsibility.  With  such  aid,  with  such  care, 
commencing  the  work  at  St.  Louis,  and  working  westwardly, 
completing  the  road  by  sections,  no  more  of  which  should  be 
begun  than  we  can  clearly  see  our  ability  to  finish,  who  can 
doubt  that  the  road  will  make  its  gradual  but  sure  way  to  the 
western  border,  and  fulfill  its  great  mission  of  usefulness? 

And  let  us  not  forget  that  this  work  through  the  State  is  to 
be  constructed  "with  the  view  of  continuing  the  same  ultimate- 
ly to  the  Pacific  Ocean." 

The  President  of  the  United  States,  in  his  message  to  Con- 
gress says  :  "  The  great  mineral  wealth  of  California,  and  the 
advantages  which  its  ports  and  harbors,  and  those  of  Oregon, 
offer  to  commerce,  especially  with  the  islands  of  the  Pacific 
and  Indian  oceans,  and  the  populous  regions  of  Eastern  Asia, 
make  it  certain  that  there  will  arise,  in  a  few  years,  large  arid 
prosperous  communities  on  our  western  coast.  It,  therefore, 
becomes  important  that  a  line  of  communication,  the  best  and 
most  expeditious  which  the  nature  of  the  country  will  admit, 
should  be  opened,  within  the  territory  of  the  United  States,  from 
the  navigable  waters  of  the  Atlantic  or  the  Gulf  of  Mexico  to 
the  Pacific.  Opinions,  as  elicited  and  expressed  by  two  large 
and  respectable  conventions,  lately  assembled  at  St.  Louis  and 
Memphis,  point  to  a  rail  road  as  that  which,  if  practicable, 
will  best  meet  the  wishes  and  wants  of  the  country.'' 

That  such  a  rail  road  is  practicable  has  been  abundantly 
shown  by  the  reports  of  travelers,  explorers  and  engineers. 
That  the  United  States  can  build  it  is  not  in  the  least  proble- 
matical. The  New  England  States  alone,  have  constructed 
over  2,300  miles  of  railway.  The  people  of  the  United  States 
have  constructed  more  than  three  times  the  length  of  rail  road 
required  to  reach  the  Pacific,  within  the  last  ten  years.  Proba- 
bly they  will  construct  as  much  more  within  the  next  ten 
years.     But  where  is  a  rail  road  more  greatly  needed  than 


32 

between  the  Atlantic  States  and  those  which  are  growing  up 
on  the  Pacific?  How  is  our  government  to  get  on  with  its 
mail,  its  military  and  civil  affairs,  its  land  and  fiscal  concerns, 
its  Indian  department,  its  territorial  difficulties  in  the  vast  in- 
terior, and  upon  the  far  off  coasts  of  Oregon  and  California, 
without  more  expeditious  means  of  communication?  We  hold 
it  to  be  impracticable,  and  for  any  length  of  time,  impossible. 
Such  a  communication,  in  order  to  the  prosperity  of  this  gov- 
ernment and  country  as  a  unit,  is  indispensable  and  inevita- 
ble. Some  may  regard  the  measure  as  extraordinary,  but  the 
occasion  is  extraordinary.  Some  may  consider  a  rail  road  a 
novelty  for  government,  but  it  is  no  more  a  novelty  than  the 
Macadamized  national  road  was  in  the  time  of  it,  a  species 
of  road  now  nearly  superseded  by  the  railway.  Others  may 
affect  to  know  that  the  country  is  impracticable  for  the  con- 
struction of  a  rail  road,  that  deserts  intervene,  &c.  but  they 
are  only  ignorant  of  what  they  speak.  All  that  is  extraordi- 
nary, all  that  is  novel,  all  that  is  obscure  about  this  great 
measure  of  the  age,  will  disappear,  and  the  whole  thing  be- 
come plain  and  practicable,  upon  the  application  to  it  of  the 
usual  test.  In  carrying  it  out,  the  State  work  completed  by 
us,  will  be  of  great  service,  and  if  need  be,  perhaps  the  stock- 
holders would  be  willing  to  surrender  it  to  the  United  States, 
upon  being  re-imbursed  their  outlay,  and  receiving  assurance 
of  its  continuation  to  the  Pacific  Ocean. 


APPENDED  NOTE 


The  length  of  Railway  in   Great  Britain  and  the  United  States. 

The  aggregate  length  of  railway  in  the  united  kingdom  of  Great  Britain, 
at  the  close  of  the  year  1849,  was  5,950  miles.  The  cost  of  construction 
appears  to  have  been  £197,000,000,  or  at  the  rate  of  £33,110  per  mile.  The 
receipts  upon  them  all,  for  the  last  year,  is  stated  at  £11,683,800. 

The  whole  number  of  miles  of  railway  in  operation  in  New  England,  Jan. 
1, 1850,  is  stated  at  2,300£  miles.  The  whole  amount  expended  in  the  con- 
struction of  these  lines,  and  others  in  progress,  is  estimated  at  about  $100,- 
000,000.     A  railway  to  the  Pacific  would  cost  nothing  like  that  sum. 

The  aggregate  length  of  railway  in  the  United  States  is  over  7,000  miles. 

The  cost  per  mile,  charges  and  profits,  of  twelve  Railroads  in .  the 
United   States. 

The  Auburn  and  Rochester  Railroad,  N.  Y.,  78  miles  long,  cost  $34,000 
per  mile  ;  pays  a  dividend  of  8  per  cent.  The  charge  for  heavy  freights  is 
27  cents  per  100,  through.     Passengers,  3.89  cents  per  mile. 

The  Boston  and  Lowell  Road,  in  Massachusetts,  25  miles,  cost  $73,200 
per  mile  ;  pays  8  per  cent.  Freight,  $1  25  per  ton,  through.  Passengers, 
2.15  cents  per  mile. 

The  Boston  and  Maine  Railroad,  74  miles,  cost  $45,000  per  mile ; 
pays  8}^  per  cent.  Heavy  freight,  2.14  cents  per  ton,  per  mile  ;  light  and 
bulky,  3.5  cents  per  ton,  per  mile.     Passengers,  2.25  cents  per  mile. 

The  Boston  and  Worcester  Railroad,  44  miles,  cost  $74,700  per  mile ;  pays 
8)<£  per  cent.  Heavy  freight,  4  cents  ;  light  and  bulky,  6  to  10  cents  per 
ton,  per  mile.    Passengers,  2.8  cents  per  mile. 

The  Concord  Road,  34  miles  long,  upon  a  paid  capital  of  $1,350,000,  pays 
10  per  cent.  Freight,  4  and  3}£  cents  per  ton,  per  mile.  Passengers,- 2.35 
cents  per  mile. 

The  Fitchburg  Road,  in  Mass.,  49  miles,  cost  $52,300  per  mile;  pays  %% 
per  cent.  Heavy  freight,  4  cents  per  ton,  per  mile.  Passengers,  2.5  cents 
per  mile. 

The  Utica  and  Schenectady  Road,  N.  Y.,  78  miles,  cost  $40,500  per  mile; 
pays  10  per  cent.  No  freight  allowed  when  canal  is  open.  Passengers,  3.84 
cents  per  mile. 

3 


34 

The  Western  Road,  Mass.,  117  miles,  cost  $67,700  per  mile  ;  pays  8  per 
cent.  Heavy  freight,  2  56  cents  per  ton,  per  mile.  Passengers,  2.5  cents 
per  mile. 

The  Macon  and  Western  Road,  Georgia,  101  miles,  cost  $6,218  per  mile  J 
paid,  in  1848,  $78,722  net  earnings.  Heavy  freight,  about  5  cents  per  ton, 
per  mile.  One  of  the  Georgia  Railroads  made  a  profit  of  over  11  per  cent,  in 
1849. 

The  Madison  and  Indianapolis  Road,  Indiana,  86  miles,  cost per 

mile ;  pays  14  to  15  per  cent,  dividend.  Heavy  freight,  $5  per  ton,  through. 
Passengers,  2.9  cents  per  mile. 

The  Little  Miami  Road,  Ohio,  84  miles,  cost  $18,000  per  mile  ;  pays  10  per 
cent.    Heavy  freight,  $3  20  per  ton,  through.   Passengers,  2.38  cents  per  mile. 

The  Michigan  Central  Railroad,  218%  miles,  cost per  mile  ;  re- 
ceived, in  1849,  $600,986  60,  gross. 

Power  of  Engines. 

An  engine  of  24  tons  will  take,  on  a  level,  500  tons  15  miles  per  hour. 
The  same  engine  would  surmount  grades  varying  from  0  to  74  feet  per  mile, 
say  in  running  50  miles,  and  carry  130  tons  at  the  same  speed. 

The  average  speed  of  passenger  cars  in  Massachusetts,  is  23.13  miles  per 
hour. 

The  average  speed  of  freight  cars,  is  12.35  miles  per  hour. 

The  express  passenger  trains  run  35  miles  per  hour. 

The  Baltimore  and  Ohio  Railroad  Company  possess  engines  capable  of 
hauling  1,100  tons  on  a  level  road,  and  170  tons  on  grades  of  80%  feet  per  mile. 

Consumption  of  Fuel,    Water,  tyc. 

The  quantity  of  water  consumed  on  the  Western  Railroad  of  Massachu- 
setts, 156  miles  in  length,  amounts  daily  to  160,000  gallons,  or  640  tons. 

The  same  road  consumes  40,000  cords  of  wood  annually,  and  25,000  gal- 
lons of  sperm  oil. 

An  engine  of  20  tons,  working  up  to  full  power,  will  evaporate  from  50  to 
60  gallons  of  water  per  mile,  and  consume  about  a  cord  of  light  wood  in  an 
hour,  or  say  two  cords  of  hemlock  wood  in  50  miles. 

Improvements. 

There  have  been  many  improvements  in  railroads,  cars  and  engines,  in 
construction  and  management  within  the  past  few  years.  The  American 
cars  are  admitted  to  be  far  superior  to  the  English,  though  the  English 
roads  are  the  most  thoroughly  built.  The  construction  is  better  understood 
than  formerly,  and  therefore  it  is  more  economical.  Railway  iron,  in  conse- 
quence of  the  stand  still  to  which  railways  have  been  brought  in  England, 
a  panic  having  succeeded  the  mania,  can  be  purchased  now  unusually  low. 
It  will  !be  delivered  at  New  Orleans  for  about  $35  per  ton. 


35 


Comparative   ratio  of  Expenses  to  gross  Receipts,  and  the  com- 
parative cost  per  mile  run  on  ten  Railroads,  in  1846. 

Names  of  Roads.  Rate  of  ex.  to      Cost  per  milo       Total  Receipts.  Total  Expenses, 

gross  recc:pts.  run. 

Georgia-- 38  $0  61  $400,935  46  $157,902  36 

South   Carolina 51  0  87  589,08152  302,369  72 

Boston  and  Lowell 55  105  384,102  29  212,233  62 

"     Maine 51  0  65  349,136  56  179,734  83 

"        "    Providence 47  0  85  360,375  03  169,670  48 

"        "     Worcester 51  0  96  554,712  46  283,866  11 

Fitchburg 41  0  58  286,645  26  117,447  34 

Western  47  0  72  878,417  89  412,679  80 

Baltimore  and  Ohio 48  0  64  895,315  22  429,100  28 

Central  (Georgia) 56  0  67  303,439  96  170,236  90 

The  Boston  and  Lowell  Road  above  mentioned,  has  its  rails  laid  upon 
blocks  of  stone,  and  it  is  believed  that  its  working  expenses  are  much 
heavier  than  those  of  roads  furnished  with  wooden  sleepers. 

Order  of  proceeding  in  establishing  a  Railroad  Line. 

Attention,  in  the  outset,  should  be  directed,  first,  to  the  probable  character 
and  amount  of  traffic  over  the  line ;  second,  the  wants  of  the  community 
in  the  neighborhood  of  the  line ;  third,  the  natural  features  of  the  country 
between  the  points  of  arrival  and  departure,  as  regards  their  adaptation  to 
the  proposed  communication. 

A  thorough  examination  and  study  of  the  ground  by  the  eye,  termed  a  re- 
connaissance, is  an  indispensable  preliminary,  says  Mahan,  to  any  more  ac- 
curate and  minute  survey  by  instruments,  to  avoid  loss  of  time,  as  by  this 
more  rapid  operation  any  ground  unsuitable  for  the  proposed  line  will  be  as 
certainly  detected  by  a  person  of  some  experience,  as  it  could  be  by  the 
slow  process  of  an  instrumental  survey.  This  should  be  preceded  by  a 
careful  inspection  of  the  maps  of  the  country  through  which  the  line  is  to 
pass. 

After  the  reconnoissauce,  succeeds  the  surveys,  which  consist  in  measuring 
the  lengths,  determining  the  directions,  and  ascertaining  both  the  longitudi- 
nal and  cross  levels  of  the  different  routes,  or,  as  they  are  termed,  trial  lines, 
with  a  sufficient  accuracy  to  enable  the  engineer  to  make  a  comparative 
estimate  both  of  their  practicability  and  cost. 

The  results  of  the  surveys  are  to  be  embodied  in  a  map  and  memoir. 

After  which,  succeeds  the  location  of  the  line,  in  whirh  we  should  aim  at 
the  greatest  practicable  directness,  and  avoid  all  unnecessary  ascents,  de- 
scents and  curvatures. 

Gradients. 

Mahan  says  that,  from  various  experiments  upon  the  friction  of  cars  upon 
railways,  it  appears  that  the  angle  of  repose  is  about  1-250,  but  that  in  de- 


36 

scending  gradients  much  steeper,  the  velocity  due  to  the  accelerating  force  o^ 
gravity  soon  attains  its  greatest  limit  and  remains  constant,  from  the  resis- 
tance caused  by  the  air. 

Wear  and   Tear. 

Experience  upon  the  Baltimore  and  Ohio  Railroad,  shows  that  the  injury 
done  to  the  road  by  the  transportation  of  two  passengers,  is  about  equal  to  tha  t 
produced  by  one  ton  of  freight. — [Ellkt. 

The  expenses  of  Railroads  are  elassified  as  follows  : 

1.  Motive  Power — Including  the  cost  of  repairing  locomotive  engines  and 
tenders,  fuel,  oil,  cotton  waste,  and  the  wages  of  engine  men  and  firemen. 

2.  Car  Expenses — Including  the  cost  of  repairing  cars,  grease  for  cars,  and 
the  wages  of  conductors  and  brakemen. 

3.  Road  Expenses — Including  the  repairs  of  railway,  repairs  of  bridges, 
repairs  of  depots,  repairs  of  water  stations,  pumping  water  and  watching 
bridges. 

4.  General  Expenses — Including  the  pay  of  agents  and  clerks,  pay  of  de- 
pot labor,  miscellaneous  charges,  losses  by  fire,  salaries,  office  rent,  legal  ex- 
penses, taxes,  insurance,  &c. 

Comparative  safety  of  Railroads. 

Experience  proves  railroads  to  be  superior,  in  point  of  safety,  to  any  other 
mode  of  conveyance.  This  is  so  well  settled,  that  in  England  insurance 
companies  will  insure  a  life  for  a  single  journey,  in  the  sum  of  $5,000,  for  3 
pence.  They  also  insure  a  passenger  during  all  the  journeys  he  may  take, 
at  a  moderate  rate. 

Comparative  cost  of  Engines. 

Locomotives  Cost  in  England.  Cost  in  C  States. 

15  inch  cylinder,  20  tons  weight  $9,360  $8,300 

16  «  *  22     *         "  10,142  8,000 
18    "            «         25     *        "                      12,000               10,000 

The  above  figures,  upon  the  authority  of  the  Railroad  Journal,  show  that 
engines  are  made  at  less  cost  in  the  United  States  than  in  England. 


MEMORIAL  TO  CONGRESS. 


To  the  Honorable  Senate  and  House  of  Representatives 

of  the   United  States,  in  Congress  assembled: 

The  memorial  of  the  subscribers,  Directors  of  the  Pacific  Rail- 
road Company,  organized  at  St.  Louis,  in  the  State  of  Missouri, 
respectfully  shows : 

That  the  Legislature  of  the  State  of  Missouri,  by  an  act  entitled 
"  An  act  to  incorporate  the  Pacific  Railroad,"  approved  March 
12,  1849,  authorized  the  formation  of  a  company  with  {<  full  power 
to  survey,  mark,  locate  and  construct  a  railroad  from  the  city  of 
St.  Louis  to  the  city  of  Jefferson,  and  thence  to  some  point  in  the 
western  line  of  Van  Buren  (now  Cass)  county  in  this  State,"  "and 
to  hold  a  strip  of  land  not  exceeding  one  hundred  feet  wide  "  for 
that  purpose,  and  also,  "sufficient  land  for  the  construction  of 
depots,  ware-houses,  and  water  stations,"  to  "  select  such  route  as 
may  be  deemed  most  advantageous,"  and  to  "  extend  branch  rail- 
roads to  any  point  in  any  of  the  counties  in  which  said  road  may 
be  located."  And  the  said  company  were  also  authorized  to 
"  take,  hold,  use,  possess  and  enjoy  the  fee  simple  or  other  title 
in  and  to  any  real  estate,  and  may  sell  and  dispose  of  the  same;" 
all  of  which  matters  will  more  fully  appear  by^reference  to  the  act 
itself,  a  copy  of  which  is  hereto  annexed. 

Your  memorialists  further  show,  that  the  said  company  were 
duly  organized  under  said  act,  on  the  thirty-first  day  of  January 
last  past,  at  a  meeting  of  a  majority  of  the  Directors  named  in 
the  act,  by  electing  Col.  John  O'Fallon,  President,  Daniel  D. 
Page,  Treasurer,  and  Thomas  Allen,  Secretary,  of  said  com- 
pany. 

That  on  the  fourth  day  of  February  (instant)  books  were  open- 
ed by  order  of  the  said  Board  of  Directors  at  the  city  of  St.  Louis, 


38 

for  subscriptions  to  the  capital  stock  of  said  company,  and  that 
in  the  six  days,  during  which  said  books  have  been  opened,  the 
sum  of  three  hundred  and  five  thousand  and  five  hundred  dollars 
has  been  subscribed  to  the  said  capital  stock. 

Your  memorialists  further  show,  that  they  feel  strong  assurance 
that  the  city  and  county  of  St.  Louis,  and  the  several  counties 
along  the  contemplated  route  of  said  road,  will  subscribe  a  further 
sum,  which,  when  added  to  the  subscription  of  individuals,  will, 
in  the  aggregate,  constitute  a  fund  sufficient  to  construct  said  road 
more  than  half  the  distance  contemplated  by  the  charter,  and  jus- 
tify the  immediate  commencement  of  the  work. 

Your  memorialists  further  show,  that  the  United  States  own 
about  twenty-nine  million  two  hundred  and  sixteen  thousand 
acres  of  land,  yet  unsold,  in  this  State,  very  large  portions  of 
which  are  likely  to  be  rendered  available  and  of  increased  value 
by  the  proposed  work  of  this  company.  That  said  lands,  yet  be- 
longing to  the  United  States,  which  lie  in  the  counties  bordering 
the  Missouri  river,  especially  on  the  south,  will,  by  said  work 
being  constructed  through  said  counties,  be  enhanced  in  value 
from  fifty  to  one  thousand  per  cent.,  according  to  the  qualities 
and  situations  of  said  lands. 

Your  memorialists  further  show,  that  in  consequence  of  private 
entries  and  claims  upon  lands  in  the  counties  through  which  the 
road  of  this  company  will  be  constructed,  it  will  not  be  possible 
to  find  vacant  lands  along  the  entire  route,  so  as  to  admit  of  an 
available  grant  of  alternate  sections  of  public  land,  in  any  thing 
like  a  consecutive  series  upon  the  line  of  the  road. 

Your  memorialists,  knowing  the  United  States  to  be  greatly  in- 
terested in  the  construction  of  this  road,  not  only  as  a  land  pro- 
prietor in  this  State  and  in  the  territories  west  of  the  State,  but 
also  in  the  increased  facilities  which  will  be  afforded  to  the  Govern- 
ment in  the  transportation  of  the  mail,  and  of  public  stores,  mu. 
nitions  and  troops,  officers  and  annuities  connected  with  the  In- 
dian policy  of  the  Government,  therefore  respectfully  represent, 
that  it  would  be  but  justice  and  propriety,  as  well  with  reference 
to  their  own  interests  as  to  the  Railroad  Company,  that  the  United 
States  should  grant,  in  aid  of  said  work,  such  an  amount  of  their 
vacant  lands  lying  any  where  within  the  counties  through  which 


the  road  may  run,  as  would  be.  equivalent  to  alternate  sections  in  a 
space  of  two  miles  width  upon  both  sides  of  said  road  and  along 
its  entire  length,  allowing  the  locations  to  be  made  as  nearly  as 
possible  pro  rata  among  said  counties  :  that  is  to  say,  to  locate  in 
each  county  according  to  the  distance  the  road  may  run  in  the  said 
counties  respectively. 

Your  memorialists  further  represent,  that  the  distance,  in  a  di- 
rect line  from  St.  Louis  to  the  western  line  of  the  State,  is  about 
equal  to  forty  townships,  according  to  the  United  States'  surveys, 
or  two  hundred  and  forty  miles  ;  and  that  the  variation  from  a 
direct  line,  in  order  to  make  the  most  advantageous  location  of 
the  road,  might  increase  that  distance  from  twenty  to  fifty  miles. 
That,  supposing  said  road  to  be  two  hundred  and  sixty  miles  in 
length,  the  cost  to  the  company  of  its  complete  construction  and 
equipment,  estimating  such  cost  at  twenty  thousand  dollars  per 
mile,  would  be  about  five  millions  two  hundred  thousand  dollars. 
That  the  grant  of  the  equivalent  of  alternate  sections  on  both 
sides  of  said  road,  along  the  entire  route,  would  call,  in  the  aggre- 
gate, for  about  three  hundred  and  thirty-two  thousand  and  eight  hun- 
dred acres  (332,800)  of  land,  which  could  not  be  sold,  at  the  pre- 
sent time,  probably,  for  fifty  cents  an  acre.  Nevertheless, 
your  memorialists  believe  such  a  grant  would  be  of  great  service 
to  this  company,  in  the  construction  of  their  Railroad,  and  that 
it  may  become  absolutely  necessary,  in  order  to  secure  the  com- 
pletion of  the  road  to  the  western  line  of  the  State. 

Your  memorialists  further  show,  that  although  five  hundred 
thousand  acres  of  the  public  lands  have  been  granted  by  the 
United  States  to  the  State  of  Missouri  for  purposes  of  internal 
improvement,  yet  none  have  ever  been  granted  to  any  company  or 
companies  in  this  State,  having  such  objects  in  view,  nor  for  any 
purpose  whatever,  within  the  knowledge  of  your  memorialists. 
In  our  sister  States  of  Ohio,  Indiana,  Illinois,  Alabama,  Michigan, 
Iowa,  Wisconsin,  Mississippi,  Louisiana,  Arkansas,  and  Florida, 
large  grants  of  public  lands  have  heretofore  been  made  by  the 
United  States  to  individuals  and  companies,  as  will  be  seen  by- 
reference  to  the  reports  from  the  General  Land  Office,  and  furnish 
ample  precedents  for  a  liberal  exercise  of  a  similar  policy,  in  refer- 


40 

ence  to  the  State  of  Missouri,  and  especially  toward  the  Pacific 
Railroad  Company,  in  whose  behalf  the  present  application  is 
made. 

Your  memorialists  respectfully  pray  for  a  grant  of  the  right  of  way 
through  the  public  lands  in  the  State  of  Missouri,  for  the  purpose 
of  constructing  said  Railroad,  with  the  right  also,  to  take  and  use 
the  necessary  materials  of  earth,  rock,  timber  and  water,  for  the 
construction  and  operation  thereof,  and  also  a  donation  to  said 
Railroad  Company,  equivalent  to  alternate  sections  of  the  public 
lands  in  a  space  of  two  miles  in  width  on  both  sides  of  the  said 
Railroad,  for  the  entire  length  thereof,  and  fox  such  other  and  fur- 
ther aid  in  the  premises,  as  to  your  honorable  bodies  may  seem  meet 
and  expedient. 

And  your  memorialists  will  ever  pray,  &c. 

J.  O'FALLON,   President. 
THOMAS    ALLEN,  Secretary. 
D.   D.  PAGE,  Treasurer. 
A.   L.   MILLS, 
ADOLPHUS  MEIER, 
J.  B.  BRANT, 
JOHN  B.  SARPY, 
JAMES  H.  LUCAS, 
EDWARD  WALSH, 
JAMES  E.  YEATMAN, 
WAYMAN  CROW, 
GEORGE  COLLIER. 
St.  Louis,  Mo.,  February  9,  185Q. 


AN  ACT 
TO  INCORPORATE  THE  PACIFIC  RAILROAD. 


Be  it  enacted  by  the  General  Assembly  of  the  State  of  Missouri, 
as  follows  ' 

Section  1.  A  company  is  hereby  incorporated,  called  the  Pa- 
cific Railroad,  the  capital  stock  of  which  shall  he  ten  millions  of 
dollars,  to  be  divided  into  shares  of  one  hundred  dollars  each. 
The  holders  of  which,  their  successors  and  assigns,  shall  constitute 
a  body  corporate  and  politic,  and  by  the  name  aforesaid  shall  have 
continued  succession,  may  sue  and  be  sued,  plead  and  be  impleaded, 
defend  and  be  defended  against,  and  may  make  and  use  a  common 
seal,  and  shall  be  able,  in  law  and  equity  to  make  contracts;  may 
take,  hold,  use,  possess,  and  enjoy  the  fee  simple  or  other  title  in 
and  to  any  real  estate,  and  may  sell  and  dispose  of  the  same  ;  may 
make  by-laws,  rules  and  regulations  proper  for  carrying  into  effect 
the  provisions  of  this  act,  not  repugnant  to  the  constitution  or  laws 
of  the  United  States,  or  of  this  State,  and  shall  have  the  usual  and 
necessary  powers  of  companies  for  such  purposes. 

Sec.  2.  John  O'Failon,  Louis  V.  Bogy,  James  H.  Lucas,  Edward 
Walsh,  George  Collier,  Thomas  B.  Hudson,  Daniel  D.  Page,  Henry 
M.  Shreve,  James  E.  Yeatman,  John  B.  Sarpy,  Wayman  Crow, 
Joshua  B.  Brant,  Thomas  Allen,  Robert  Campbell,  Pierre  Chou- 
teau, jr.,  Henry  Shaw,  Bernard  Pratte,  Ernst  Angelrodt,  Adolphus 
Meier,  Louis  A.  Benoist,  and  Adam  L.  Mills,  or  any  nine  of 
them,  shall  constitute  the  first  Board  of  Directors  under  this  act, 
and  shall  hold  their  offices  until  their  successors  shall  be  qualified  ; 
they  shall  meet  at  such  time  and  place  as  shall  be  designated  by 
any  three  of  them,  and  organize  as  a  Board  of  Directors,  and  when 
organized  they  shall  cause  books  to  be  opened  for  the  subscription 
of  the  capital  stock  of  said  company,  at  such  times  and  places  as 
they  may  designate  under  the  supervision  of  such  persons  as  they 
may  appoint,  and  may  continue  them  open   so  long  as   they  may 


42 

deem  proper,  and  may  re-open  such  books,  when  necessary,  until  the 
whole  stock  shall  be  subscribed. 

Sec  3.  So  soon  as  two  thousand  shares  shall  be  subscribed,  the 
Directors  shall  cause  an  election  to  be  held  for  nine  Directors,  at 
such  time  and  place  as  they  may  appoint,  and  give  notice  of  it  in 
two  or  more  public  newspapers. 

Sec  4.  An  election  for  nine  Directors  shall  be  held  on  the  last 
Monday  in  March,  in  each  year,  and  if  not  held  on  that  day  an 
election  may  be  held  at  any  other  time  that  the  Directors  shall  de- 
signate ;  the  election  shall  be  held  under  the  supervision  of  one  or 
more  stockholders,  and  the  persons  receiving  the  highest  number  of 
votes  shall  be  elected,  and  shall  continue  in  office  till  their  succes- 
ors  be  qualified.  Every  stockholder  shall  be  entitled  to  one  vote  for 
each  share  held  by  him,  and  he  may  vote  by  proxy  ;  soon  after  their 
election  the  Directors  shall  meet  and  elect  one  of  their  number  Pres- 
ident, who  shall  hold  his  office  for  the  term  for  which  he  was  elected 
Director,  and  until  his  successor  shall  be  qualified. 

Sec  5.  The  Directors  shall  appoint  agents,  clerks,  engineers,  su- 
perintendents, and  other  officers  and  servants  for  said  company  ; 
shall  keep  a  journal  of  their  proceedings  ;  shall  cause  correct  books 
and  accounts  to  be  kept;  they  may  determine  by  by-laws  what  num- 
ber of  Directors  shall  constitute  a  quorum,  and  may  appoint  com- 
mittees and  fill  all  vacancies  in  any  office  under  said  company  ;  they 
shall  fix  the  salaries  of  the  President,  and  the  officers  and  agents; 
but  no  Director  shall  receive  any  compensation  for  his  services  as 
such.  They  may  take  security  from  their  officers  and  agents,  and 
may  adopt  such  measures  and  do  such  acts  as  will  be  best  calculated 
to  promote  the  prosperity  and  usefulness  of  said  company. 

Sec  6.  The  Directors  shall  make  and  advertise  calls  for  the  pay- 
ment of  the  capital  stock,  at  such  times  and  in  such  manner  as  they 
may  deem  proper,  and  if  any  stockholder  shall  fail  to  pay  any  such 
requisition  within  ten  days  after  the  time  appointed,  the  said  com- 
pany may  recover  the  same  with  interest,  and  if  not  collected  may 
declare  the  stock  forfeited  and  sell  the  same  ;  and  no  delinquent  stock- 
holder shall  vote  in  said  company. 

Sec  7.  Said  company  shall  have  full  power  to  survey,  mark,  lo- 
cate and  construct  a  Railroad  from  the  city  of  St.  Louis  to  the  city 
of  Jefferson,  and  thence  to  some  point  on  the  western  line  of  Van 


43 

Buren  county,  in  this  State,  with  a  view  that  the  same  may  be  here- 
after continued  westward!}'  to  the  Pacific  Ocean  ;  and  for  that  pur- 
pose may  hold  a  strip  of  land  not  exceeding  one  hundred  feet  wide, 
and  may  also  hold  sufficient  land  for  the  construction  of  depots, 
warehouses,  and  water-stations;  and  may  select  such  route  as  may- 
be deemed  most  advantageous,  and  may  extend  branch  railroads  to 
any  point  in  any  of  the  counties  in  which  said  road  may  be  located. 

Sec.  8.  Said  company  may  take  voluntary  relinquishments  of 
the  right  of  way  for  said  road,  and  the  necessary  depots  and  wa- 
ter stations;  and  if  the  land  through  which  such  road  shall  pass, 
shall  belong  to  minors,  in  whole  or  in  part,  the  guardian  or  cura- 
tor of  such  minor  shall  have  power  to  convey  to  said  company 
so  much  of  the  land  as  may  be  necessary  for  the  purpose  aforesaid, 
on  fair  and  equitable  terms;  but  every  such  conveyance  by  a  guar- 
dian shall  be  subject  to  the  approval  or  rejection  of  the  probate 
or  county  court  in  which  such  guardianship  is  pending. 

Sec  9.  If  any  owner  of  any  tract  of  land  through  which  said 
railroad  shall  pass,  shall  refuse  to  relinquish  the  right  of  way  for 
said  road  to  said  company,  or  if  the  owners  be  infants,  or  persons 
of  unsound  mind,  or  non-residents  of  the  State,  the  facts  of  the 
case  shall  be  specifically  stated  to  the  judge  of  the  circuit  court 
of  the  county  in  which  such  lands  are  situated,  and  said  judge 
shall  appoint  three  disinterested  citizens  of  the  county  to  view 
said  lands,  who  shall  take  into  consideration  the  value  of  the  land 
and  the  advantages  and  disadvantages  of  the  road  to  the  same, 
and  shall  report  under  oath  what  damages  will  be  done  to  said 
land,  or  any  improvement  thereon,  stating  the  amount  of  the  dam- 
ages assessed,  and  shall  return  a  plat  of  the  land  thus  condemned. 
Notice  of  such  application  to  a  judge  shall  be  given  to  the  owner 
of  such  land  five  days  before  the  making  of  the  application,  if 
such  owner  reside  in  this  State,  or  to  his  guardian;  and  if  such 
owner  be  a  non-resident  of  this  State,  he  may  be  served  with 
actual  notice,  or  by  an  advertisement  for  four  weeks  in  some  pub- 
lic newspaper. 

Sec  10.  The  persons  appointed  to  view  and  value  such  land, 
shall  file  this  report  and  plat  in  the  office  of  the  clerk  of  the  cir- 
cuit court  of  the  county  in  which  the  land,  or  a  part  thereof,  is  sit- 
uated; and  if  no  valid  objections  be  made  to  said  report,  the  court 


44 

shall  enter  judgment  in  favor  of  such  owner,  against  such  compa- 
ny,  for  the  amount  of  damages  assessed,  and  shall  make  an  order 
vesting  in  said  company  the  fee  simple  title  of  the  land  in  such 
plat  and  report  described.  Objections  to  such  report  must  be  filed 
within  ten  days  after  the  same  shall  be  filed — which  objections 
shall  be  examined  by  said  judge,  in  term  time  or  vacation,  and  he 
may  hear  testimony,  and  by  judgment  confirm  said  report,  or  may 
set  the  same  aside  and  appoint  three  other  viewers,  who  shall  pro- 
ceed in  the  same  manner,  and  make  their  report,  until  a  report 
shall  be  confirmed.  In  all  such  cases,  the  court  shall  adjudge  the 
costs  of  the  proceedings  according  to  equity,  and  the  said  court 
shall  have  power  to  make  such  orders  and  take  such  other  steps 
as  will  promote  the  ends  of  justice  between  the  owners  of  such 
lands  and  said  company. 

Sec.  11.  Said  company  may  build  said  road  along  or  across  any 
State  or  county  road,  or  the  streets  or  wharves  of  any  town  or  city, 
and  over  any  stream  or  highway;  but  whenever  said  railroad  shall 
cross  any  State  or  county  road,  said  company  shall  keep  good  and 
sufficient  causeways  or  other  adequate  facilities  for  crossing  the 
same  ;  and  said  railroad  shall  not  be  so  constructed  as  to  prevent  the 
public  from  using  any  road,  street  or  highway  along  or  across  which 
it  may  pass  j  and  when  said  railroad  shall  be  built  across  any  naviga- 
ble stream,  said  company  shall  erect  a  bridge  sufficiently  high  on 
which  to  cross,  or  shall  construct  a  draw-bridge,  so  that  in  no  case 
shall  the  free  navigation  of  such  stream  be  obstructed.  When  any 
persons  shall  own  lands  on  both  sides  of  said  road,  said  company 
shall,  when  required  so  to  do,  make  and  keep  in  good  repair  one 
causeway  or  other  adequate  means  of  crossing  the  same. 

Sec.  12.  Said  Company  shall  commence  the  construction  of  said 
road  within  seven  years,  and  shall  complete  the  same  within  ten 
years  thereafter;  and  said  company  shall  have  general  power  to  use, 
manage,  control,  and  enjoy  said  railroad  ;  shall  determine  what  kind 
of  carriage  shall  be  used  thereon,  and  by  whom  and  in  what  manner, 
and  shall  determine  the  terms,  conditions,  and  manner  in  which  mer- 
chandise, property  and  passengers  shall  be  transported  thereon ;  and 
shall  have  power  to  construct  and  keep  such  turnouts,  gates  and 
bridges,  culverts,  toll-houses,  depots,  warehouses,  causeways  and 
other  buildings,  machinery  and  fixtures  as  may  be  necessary ;  said 


45 

company  may  receive  such  tolls  and  freights  as  may  be  deter- 
mined on  by  the  directors,  and  shall  keep  posted  up  statements  of 
the  rates  of  toll  and  freight  to  be  charged. 

Sec.  13.  Dividends  of  the  profits  of  said  company  shall  be  made 
annually,  or  oftener  if  necessary ;  but  the  directors  may  reserve  or 
set  apart  a  portion  of  the  profits  as  a  contingent  fund  to  meet  expen- 
ditures and  losses. 

Sec  14.  It  shall  be  lawful  for  the  county  court  of  any  county 
in  which  any  part  of  the  route  of  said  railroad  may  be,  to  subscribe 
to  the  stock  of  said  company,  and  it  may  invest  its  funds  in  the  stock 
of  said  company  and  issue  the  bonds  of  such  county  to  raise  funds  to 
pay  the  stock  thus  subscribed,  and  to  take  proper  steps  to  protect  the 
interests  and  credit  of  the  county;  such  county  court  may  appoint 
an  agent  to  represent  the  county,  vote  for  it  and  receive  its  dividends; 
any  incorporated  city,  town,  or  incorporated  company,  may  subscribe 
to  the  stock  of  said  railroad  company,  and  appoint  an  agent  to  repre- 
sent its  interests,  give  its  vote,  and  receive  its  dividends,  and  may 
take  proper  steps  to  guard  and  protect  the  interests  of  such  city, 
town  or  corporation. 

Sec  15.  At  every  annual  meeting  of  said  company,  the  directors 
shall  make  to  the  stockholders  an  exhibit  of  the  affairs  and  condi- 
tion of  the  company.  One-seventh  part  in  interest  of  all  the  stock- 
holders may  call  a  meeting,  by  giving  four  weeks'  notice  in  two  pub- 
lic newspapers. 

Sec  16.  When  said  road  shall  be  completed,  the  company  shall 
file  a  plat  thereof  in  the  office  of  the  Secretary  of  State,  and  the 
Legislature  may  at  any  time  require  a  statement  from  the  company 
as  to  the  progress  of  the  work,  the  amount  of  business,  and  the  re- 
ceipts of  the  company  ;  and  the  books  and  accounts  of  said  company 
may,  at  any  time,  be  investigated  by  a  committee  appointed  by  the 
General  Assembly. 

Sec  17.  Said  company  shall  keep  a  fair  record  of  the  whole  ex- 
pense of  constructing  said  road,  and  at  the  end  of  fifty  years  the 
State  shall  be  at  liberty  to  purchase,  said  road,  by  paying  to  said  com 
pany  the  amount  at  which  it  shall  be  valued,  by  persons  to  be  mutuall y 
chosen  by  the  State  and  by  said  company;  but  two  years'  notice  shall 
be  given  to  said  company  of  the  intention  of  the  State  to  purchase 
the  railroad. 


46 

Sec.  18.  When  any  person  shall  cease  to  be  a  stockholder,  he 
shall  cease  to  be  a  member  of  said  company. 

Sec.  19.  If  any  person  shall  wilfully  injure,  obstruct  or  destroy 
said  railroad,  or  shall  break,  destroy,  or  deface  any  work,  edifice,  or 
other  fixture  or  improvement  belonging  to  said  company,  he  shall  be 
considered  guilty  of  a  criminal  offence,  and  shall  be  punished  in 
such  manner  as  shall  be  prescribed  by  law,  and  shall  also  be  liable 
to  said  company  for  all  damages  by  it  sustained. 

Sec  20.  The  operations  of  said  company  shall  be  confined  to 
the  general  business  of  locating,  constructing,  managing  and  using 
said  railroad,  and  the  acts  necessary  or  proper  to  carry  the  same  into 
complete  and  successful  operation. 

This  act  shall  take  effect  from  its  passage. 

Approved  March  12th,  1849. 


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